EP1658453A1 - Boite de vitesses automatique a plusieurs etages comportant trois trains planetaires - Google Patents

Boite de vitesses automatique a plusieurs etages comportant trois trains planetaires

Info

Publication number
EP1658453A1
EP1658453A1 EP04740362A EP04740362A EP1658453A1 EP 1658453 A1 EP1658453 A1 EP 1658453A1 EP 04740362 A EP04740362 A EP 04740362A EP 04740362 A EP04740362 A EP 04740362A EP 1658453 A1 EP1658453 A1 EP 1658453A1
Authority
EP
European Patent Office
Prior art keywords
switching element
planetary gear
gear set
automatic transmission
disk
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP04740362A
Other languages
German (de)
English (en)
Other versions
EP1658453B1 (fr
EP1658453B2 (fr
Inventor
Peter Tiesler
Peter Ziemer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
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Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1658453A1 publication Critical patent/EP1658453A1/fr
Publication of EP1658453B1 publication Critical patent/EP1658453B1/fr
Application granted granted Critical
Publication of EP1658453B2 publication Critical patent/EP1658453B2/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/54—Systems consisting of a plurality of bearings with rolling friction
    • F16C19/541—Systems consisting of juxtaposed rolling bearings including at least one angular contact bearing
    • F16C19/542—Systems consisting of juxtaposed rolling bearings including at least one angular contact bearing with two rolling bearings with angular contact
    • F16C19/543—Systems consisting of juxtaposed rolling bearings including at least one angular contact bearing with two rolling bearings with angular contact in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2361/00—Apparatus or articles in engineering in general
    • F16C2361/61—Toothed gear systems, e.g. support of pinion shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears

Definitions

  • the present invention relates to a multi-stage automatic transmission with at least three individual planetary gear sets and at least five shifting elements, according to the preamble of patent claim 1.
  • Switching elements open only one switching element and another switching element is closed.
  • a drive shaft of the automatic transmission is constantly connected to a sun gear of the second planetary gear set. Furthermore, the drive shaft can be connected to a sun gear of the first planetary gear set via the first clutch and / or to a web of the first planetary gear set via the second clutch. Additionally or alternatively, the sun gear of the first planetary gear set via the first brake with a housing of the automatic transmission and / or the web of the first planetary gear set via the second brake with the housing and / or a sun gear of the third planetary gear set can be connected to the housing via the third brake.
  • DE 199 12 480 AI discloses two different versions for the kinematic coupling of the individual planetary gear sets to one another.
  • an output shaft of the automatic transmission is permanently connected to a web of the third planetary gear set and a ring gear of the first planetary gear set, and that the web of the first planetary gear set is continuously connected to a ring gear of the second planetary gear set and a web of the second planetary gear set is connected to a ring gear of the third planetary gear set.
  • the drive shaft and the output shaft can be arranged coaxially to one another on opposite sides of the gear housing, as well as axially parallel on the same side of the gear housing.
  • the output shaft is permanently connected to the web of the second planetary gear set and the ring gear of the first planetary gear set, that the web of the first planetary gear set is continuously connected to the ring gear of the third planetary gear set, and that the ring gear of the second Planetary gear set is permanently connected to the web of the third planetary gear set.
  • Such a design is particularly suitable for a coaxial arrangement of input and output shafts.
  • DE 199 12 480 AI proposes to arrange the three planetary gear sets coaxially in series next to one another, the second planetary gear set being arranged axially between the first and third planetary gear sets.
  • DE 199 12 480 AI proposes to always arrange the first and second brakes directly next to one another, the second brake always directly axially adjoining the first planetary gear set, and the third brake always on the first planetary gear set Arrange the opposite side of the third planetary gear set, and always arrange the two clutches directly next to each other.
  • both clutches are arranged on the side of the first planetary gear set facing away from the third planetary gear set, the first clutch being axially directly adjacent to the first brake and being arranged closer to the first planetary gear set than the second clutch.
  • both clutches are arranged on the side of the third planetary gear set facing away from the first planetary gear set, the second clutch being arranged closer to the third planetary gear set than the first Coupling and axially adjacent to an output spur gear operatively connected to the output shaft, which in turn is arranged on the side of the third brake facing away from the third planetary gear set.
  • the present invention is based on the object of representing alternative component arrangements for the automatic transmission known from the prior art of DE 199 12 480 AI, with the most compact possible transmission construction.
  • the automatic transmission should preferably be able to be used in a motor vehicle with a drive and output shaft which are not arranged coaxially to one another, but should also be usable with a coaxial drive and output shaft by means of comparatively simple modifications.
  • the object is achieved by a multi-stage automatic transmission with the features of patent claim 1.
  • Advantageous refinements and developments of the invention result from the subclaims.
  • the multi-stage automatic transmission according to the invention has at least three coupled single planetary gear sets which are arranged coaxially to one another and spatially side by side, the second planetary gear set always being spatially between the first and third planetary gear sets is arranged. Furthermore, the automatic transmission according to the invention has at least five shift elements.
  • a sun gear of the third planetary gear set can be fixed to a transmission housing of the automatic transmission via the first switching element designed as a brake.
  • a drive shaft of the automatic transmission is permanently connected to a sun gear of the second planetary gear set.
  • the drive shaft can be connected to a sun gear of the first planetary gear set via the second switching element designed as a clutch and additionally or alternatively via the fifth switching element designed as a clutch to a web of the first planetary gear set.
  • the sun gear of the first planetary gear set can be fixed to the transmission housing via the third switching element designed as a brake and / or the web of the first planetary gear set can be fixed via the fourth switching element designed as a brake. If the second and fifth switching elements are actuated simultaneously, then the sun gear and the web of the first planetary gear set are connected to one another.
  • An output shaft of the multi-stage automatic transmission is always with a ring gear of the first planetary gear set operatively connected, the ring gear of the first planetary gear set is additionally permanently connected either to a web of the third planetary gear set or a web of the second planetary gear set.
  • the web of the first planetary gear set (depending on the gear set concept) is either either permanently connected to the ring gear of the second planetary gear set or continuously to the ring gear of the third planetary gear set. If the ring gear of the first planetary gear set and the web of the third planetary gear set and the output shaft are coupled to one another, the web of the second planetary gear set is constantly connected to a ring gear of the third planetary gear set and the web of the first planetary gear set is continuously connected to a ring gear of the second planetary gear set.
  • the web of the third planetary gear set is constantly connected to the ring gear of the second planetary gear set and the web of the first planetary gear set is continuously connected to the ring gear of the third planetary gear set.
  • the second switching element via which the drive shaft with the sun gear of the first
  • Planetary gear set is connectable, and the fifth switching element via.
  • the drive shaft can be connected to the web of the first planetary gear set, combined to form an assembly.
  • This assembly has at least one plate pack of the second and fifth switching element, a plate carrier common to the second and fifth switching element for receiving outer or covering plates of the plate packs of the second and fifth switching element, and a servo device for actuating the respective plate packs of the second or fifth switching element.
  • the disk pack of the second switching element is arranged on a larger diameter than the disk pack of the fifth switching element.
  • an inner friction surface diameter of the lining plates of the disk pack of the second shift element is larger than an outer friction surface diameter of the lining plates of the disk pack of the fifth shift element.
  • This assembly which has the second and fifth shifting elements, is preferably arranged adjacent to the first planetary gear set, on the side of the first planetary gear set facing away from the second (middle) planetary gear set.
  • the disk pack of the second switching element is spatially arranged at least largely radially above the disk pack of the fifth switching element.
  • the two disk packs of the second and fifth shifting elements are then arranged axially next to the first planetary gear set.
  • the disk pack of the second switching element is spatially arranged at least partially axially next to the disk pack of the fifth switching element.
  • the disk set of the second shift element is seen at least partially radially above the first planetary gear set in the axial direction and the disk pack of the fifth shift element in FIG seen in the radial direction at least partially axially next to the first planetary gear set.
  • the disk carrier common to the second and fifth switching element forms a clutch space within which the disk pack and the servo device of the fifth switching element are arranged.
  • the servo devices of the second and fifth switching elements each have at least one pressure chamber and a piston, these two pressure chambers being separated from one another by an outer surface of the disk carrier common to the second and fifth switching elements.
  • the directions of actuation of the servo devices of the second and fifth switching elements when the respective disk pack is actuated can be opposite to one another as well as rectified.
  • the servo device of the fifth switching element actuates the plates of the fifth switching element axially in the direction of the first planetary gear set, and the servo device of the second switching element axially the plates of the second switching element in the opposite direction to the first planetary gear set.
  • the pressure chambers of the servo devices of the second and fifth switching elements can thus be arranged axially directly next to one another, expediently both directly adjacent to the lateral surface of the disk carrier common to the second and fifth switching elements.
  • both servo devices actuate the respective slats axially in the direction of the first planetary gear set.
  • the pressure chambers of the servo devices of the second and fifth switching elements can be arranged axially next to one another and radially one above the other. In the case of pressure chambers arranged axially next to one another, the pressure chamber of the servo device of the fifth switching element and the pressure compensation chamber (provided for dynamic pressure compensation of the rotating pressure chamber of the servo device of the second switching element) directly adjoin the lateral surface of the for the second and fifth
  • the pressure chamber of the servo device of the second switching element is then arranged on that side of the pressure compensation chamber of the servo device of the second switching element which is opposite the plate carrier jacket surface.
  • Pressure compensation of the rotating pressure chamber of the servo device of the fifth switching element) tes is then arranged accordingly on the side of the pressure chamber of the fifth switching element opposite the disk carrier jacket surface.
  • the third shift element via which the sun gear of the first planetary gear set can be fixed to the transmission housing, and / or the fourth shift element, via which the web of the first planetary gear set (and the ring gear of the second connected to this web) or third planetary gear set) can be fixed to the transmission housing, spatially arranged in a region radially above the planetary gear sets arranged side by side.
  • the third switching element is preferably seen radially above the first and / or second (middle) in the axial direction.
  • the fourth shifting element is preferably arranged radially above the second (middle) and / or third planetary gear set, viewed in the axial direction.
  • the third switching element is therefore preferably closer to the second and fifth
  • Switching element comprising assembly arranged as the fourth switching element.
  • the third and fourth switching elements can also be combined as a preassembled subassembly, for example with a common outer disk carrier fixed to the gearbox housing and axially adjacent disk packs, wherein the servo devices of the third and fourth can also be at least partially integrated in this common outer disk carrier.
  • the first shifting element via which the sun gear of the third planetary gear set can be fixed on the transmission housing, arranged on the side of the third planetary gear set, which is opposite the second (or fifth) shift element.
  • the first switching element adjacent to an outer wall of the gear housing and a spur gear or chain drive be seen axially between the third planetary gear set and to arrange the first switching element.
  • a first spur gear of the spur gear or a first sprocket of the chain drive is then connected to the ring gear of the first planetary gear set and - depending on the gear set concept - either the web of the third or the second planetary gear set.
  • a further spur gear of the spur gear or a second sprocket of the chain drive is then connected to the output shaft of the automatic transmission.
  • a servo device and / or a disk carrier of the first switching element, which is designed as a brake, can be integrated in an outer wall or a cover of the gearbox housing fixed to the housing in a manner which is favorable in terms of production technology.
  • the first switching element is at least partially arranged axially next to the third planetary gear set on its side opposite the second planetary gear set, and that the spur gear or chain drive is spatially viewed the other side of the first switching element (ie on the side of the first switching element opposite the third planetary gear set).
  • the first switching element designed as a brake can be spatially arranged next to the fourth switching element also designed as a brake, in which case the same plate diameter is preferably provided for these two switching elements (identical parts concept).
  • the first switching element is spatially at least largely arranged radially above the third planetary gear set, and that the spur gear or chain drive is spatially located on the side opposite the second planetary gear set of the third planetary gear set axially adjacent to the third planetary gear set and the first switching element.
  • the output shaft of the automatic transmission grips the first switching element arranged next to the third planetary gear set and the sun gear of the third planetary gear set centrally in the axial direction and spatially seen in the area axially between the second and third planetary gear sets Web of the third or second planetary gear set is connected.
  • the component arrangement according to the invention achieves a significantly more compact transmission structure with an advantageously particularly short overall length. This makes it suitable the component arrangement according to the invention is very good for installation in a motor vehicle with a front transverse drive (and drive shaft and output shaft parallel to one another).
  • the component arrangement according to the invention is also for installation in a motor vehicle with a standard drive (and drive and output shaft coaxial with one another) or front-to-side drive or rear-to-side drive (and angular position of the drive and output shaft) suitable.
  • the proposed spatial arrangement of the second and fourth switching elements on a large diameter takes into account the conceptually high thermal and static loads on these two switching elements.
  • the arrangement of the third and fourth (and possibly also the first) switching element next to each other enables the use of identical parts and simple manufacturing and assembly technology.
  • the proposed nesting of the fifth and the second switching element into one another enables a good constructive design of the servo devices of these two rotating switching elements including dynamic pressure compensation, on the other hand also a functional multiple use of individual components that is favorable in terms of production technology (and thus inexpensive) and that this assembly can be easily preassembled (from the second and fifth switching element).
  • FIG. 1 shows a transmission diagram according to the prior art.
  • FIG. 2 shows an alternative component arrangement to FIG. 1 according to the prior art;
  • 3 shows an exemplary first schematic component arrangement according to the invention;
  • Fig. 4 is a circuit diagram of the transmission according to Fig. 3;
  • FIG. 5 shows an exemplary detailing of the first component arrangement according to FIG. 3;
  • FIG. 6 shows a sectional gear section of a first exemplary detail construction for a gear according to FIG. 5;
  • 7 shows a sectional gear section of a gear according to the invention, based on the gear according to FIG. 5, with an exemplary alternative spur gear configuration;
  • 8 shows an exemplary second schematic component arrangement according to the invention;
  • FIG. 9 shows a sectional gear section of an exemplary gear according to FIG. 8;
  • FIG. 9 shows a sectional gear section of an exemplary gear according to FIG. 8;
  • FIG. 10 shows a sectional gear section of a gear according to FIG. 8, with a second exemplary detailed construction
  • FIG. 11 shows a sectional gear section of a gear according to FIG. 8, with a third exemplary detailed construction
  • FIG. 12 shows a sectional gear section of a gear according to FIG. 8, with a fourth exemplary detailed construction
  • 13 shows an exemplary third schematic component arrangement according to the invention
  • FIG. 14 is a "fourth exemplary schematic component assembly according to the invention
  • 15 shows an exemplary fifth schematic component arrangement according to the invention
  • 16 shows a sectional gear section with a fifth exemplary detail construction
  • 17 shows a sectional gear section with a sixth exemplary detailed construction
  • FIG. 18 shows a sectional gear section with a seventh exemplary detailed construction.
  • FIGS. 1 and 2 Two different component arrangements of a transmission scheme for a multi-stage automatic transmission with a non-coaxial arrangement of drive and output shafts are initially shown in FIGS. 1 and 2, as is known from the prior art of DE 199 12 480 AI known.
  • Such arrangements can be used, for example, in a motor vehicle with a front transverse drive.
  • the drive shaft of the automatic transmission labeled AN is operatively connected to a drive motor of the automatic transmission (not shown here for the sake of simplicity), for example via a torque converter or a starting clutch or a torsional damper or a dual-mass flywheel or a rigid one Wave.
  • the output shaft of the automatic transmission, designated AB is operatively connected to at least one drive axle of the motor vehicle (also not shown here for the sake of simplicity).
  • RS1, RS2 and RS3 denote three coupled single planetary gear sets that are side by side in
  • Row are arranged in a gearbox GG of the automatic transmission. All three 'planetary gear sets RSl, RS2, RS3 each have a sun gear SOI, S02 and S03, each a ring gear HOl, H02 and H03, as well as a web STl, ST2 and ST3 with planet gears PLl, PL2 and PL3, each with sun and mesh the ring gear of the corresponding gear set.
  • a to E designate five switching elements, the first, third and fourth switching elements A, C, D being designed as a brake and the second and fifth switching elements B, E being designed as a clutch.
  • the respective friction linings of the five shifting elements A to E are indicated as disk packs 100, 200, 300, 400 and 500 (each with outer and inner disks or steel and lining disks).
  • the respective input elements of the five shift elements A to E are designated with 120, 220, 320, 420 and 520, the respective output elements of the clutches B and E with 230 and 530.
  • the kinematic connection of the individual gear set elements and shift elements relative to one another and relative to drive and output shaft AN, AB has already been described in detail at the beginning, as has the spatial arrangement of these components.
  • the disks 100 of the first shift element A are always arranged next to the third planetary gear set RS3 spatially
  • that the disks 400 of the fourth shift element D (designed as a brake) are always next to the third first planetary gear set RSl net are that the disks 300 of the (also designed as a brake) third switching element C spatially always next to the disks 400 of the fourth switching element D.
  • first spur gear STR1 which is operatively connected on the output side to the output shaft AB, is always next to the first shift element A (on the side of the brake A facing away from the third planetary gearset RS3) is arranged.
  • the two plate packs 200, 500 arranged side by side of the two clutches B, ⁇ are either - as shown in FIG. 1 - arranged axially next to the plates 300 of the brake C, on the side of the plate pack 300 facing away from the third planetary gear set RS3, or else - As shown in Fig. 2 - next to the spur gear STRl, on the opposite side of the brake A of the spur gear STRl.
  • the multi-stage automatic transmission according to the invention has three coupled single planetary gear sets RS1, RS2, RS3 arranged coaxially in series with one another on, the second planetary gear set RS2 being arranged axially between the first and third planetary gear sets RS1, RS3. Furthermore, the multi-stage automatic transmission has five shift elements A to E.
  • the first, third and fourth shift elements A, C, D are each designed as brakes (in the example each as multi-plate brakes), the second and fifth shift elements B, E each as a clutch (in the example each as multi-plate clutches).
  • a sun gear S03 of the third planetary gear set RS3 can be fixed via the brake A to a gear housing GG of the multi-stage automatic transmission.
  • a drive shaft AN of the multi-stage automatic transmission is constantly connected to a sun gear S02 of the second planetary gear set RS2.
  • the drive shaft AN can be connected via the clutch B to a sun gear SOI of the first planetary gear set RS1 and additionally or alternatively via the clutch E to a web STl of the first planetary gear set RS1.
  • the sun gear SOI of the first planetary gear set RS1 can be fixed on the gear housing GG via the brake C and / or the web STl of the first planetary gear set RSl via the brake D.
  • An output shaft AB of the multi-stage automatic transmission is constantly operatively connected via a spur gear stage STST to a ring gear HO1 of the first planetary gear set RS1, this ring gear HO1 additionally being permanently connected to a web ST3 of the third planetary gear set RS3 in the exemplary coupling of the gear set elements shown. Furthermore, a web ST2 of the second planetary gear set RS2 is constantly connected to a ring gear H03 of the third planetary gear set RS3, and the web STl of the first planetary gear set RS1 is constantly connected to a ring gear H02 of the second planetary gear set RS2.
  • the corresponding connection element between the ring gear HO1 of the first planetary gear set RS1 and the web ST3 of the third planetary gear set RS3 is designed as a cylinder ZYL.
  • This cylinder ZYL is connected on the one hand to the ring gear HO1 via a suitable operative connection, for example via a
  • the cylinder ZYL completely overlaps the second and third planetary gear sets RS2, RS3.
  • the first planetary gear set RS1 is completely penetrated centrally in the axial direction by two shafts, namely by a web shaft STWl designed as a hollow shaft and the drive shaft AN guided radially within this web shaft STWl.
  • the web shaft STW1 is on the side of the first planetary gear set RS1 facing the second planetary gear set RS2 with a web plate STB12 of the web STl of the first planetary gear set RS1, and on the side of the first planetary gear set RS1 facing away from the second planetary gear set RS2 with an output element 530 of clutch E.
  • the web plate STB12 is also connected at its outer diameter to the ring gear H02 of the second planetary gear set RS2.
  • the carrier shaft STW1 runs radially within a sun shaft SOW1, which is also designed as a hollow shaft.
  • This sun shaft SOW1 is in turn connected on the one hand to the sun gear SOI of the first planetary gear set RS1 and on the other hand to that of the second planetary gear set RS2 Side of the first planetary gear set RS1 facing away with an input element 320 of the brake C and an output element 230 of the clutch B.
  • the web ST1 passes through the first planetary gear set RS1 in the axial direction and is connected on its side facing away from the second planetary gear set RS2 to an input element 420 of the brake D.
  • the drive shaft AN also passes through the second (spatially central) planetary gear set RS2 and the third planetary gear set RS3 centrally in the axial direction.
  • the spur gear stage STST is axially adjacent to the third planetary gear set RS3 on the side of the web plate STB3 facing away from the second planetary gear set RS2.
  • the multi-wheel spur gear STST comprises a first spur gear STR1, which is permanently connected to the web plate STB3 of the third planetary gear set RS3, a second spur gear STR2 designed as a step gear, the first toothing of which meshes with the first spur gear STR1, and a third spur gear STR3, that with a second interlocking of the second
  • Helical gear STR2 meshes and is operatively connected to the output shaft AB via a differential DIFF.
  • this configuration of the spur gear STST can be seen as an example.
  • a person skilled in the art will also replace this spur gear stage STST by a chain drive, for example, the first sprocket of which is then connected to the web plate STB3 of the third planetary gear set RS3, and the second sprocket of which (if necessary via a differential) is connected to the output shaft AB.
  • a sun shaft SOW3 designed as a hollow shaft, which on the one hand with the sun gear S03 of the third planetary gearset RS3 is connected, on the other hand on the side of the first spur gear STR1 facing away from the third planetary gearset RS3 with an input element 120 of the brake A.
  • the drive shaft AN again runs radially within this sun shaft S0W3.
  • the brake A by means of which the sun gear S03 of the third planetary gear set RS3 can be fixed, is arranged spatially on the side of the spur gear stage STST facing away from the third planetary gear set RS3.
  • the input element 120 of the brake A which is designed as an inner disk carrier, axially adjoins the first spur gear STR1 of the spur gear stage STST on one side, and axially adjoins a housing wall GW that is non-rotatably connected to the gear housing GG on the opposite side.
  • Housing wall GW and gear housing GG can also be made in one piece.
  • a disk set 100 of brake A with outer and lining disks is arranged on a large diameter in the area of the inner diameter of the gearbox housing GG.
  • a driving profile for the outer disks of the disk pack 100 can be easily integrated into the gearbox housing GG.
  • a separate outer disk carrier can also be provided for the brake A, which is connected to the gear housing GG or the housing wall GW fixed to the gear housing by means of a suitable means, in a form-fitting, non-positive or material manner.
  • a servo device of the brake A for actuating the disks 100 can be arranged spatially between the housing wall GW and the disk pack 100, but with a corresponding design of the gearbox housing also on the side of the disk pack 100, which engages the first spur gear STR1 or is facing the third planetary gear set RS3.
  • the drive shaft AN which runs centrally within the input element 120 of the brake A, penetrates the housing wall GW and is thus guided to the outside on the side of the automatic transmission on which the brake A is arranged, that is to say close to the spur gear stage STST , As can also be seen in FIG.
  • the drive shaft AN is connected here, for example, via a torque converter with a lock-up clutch and torsional damper to a drive motor of the automatic transmission, which is not shown for the sake of simplicity.
  • the torque converter can also be replaced by a suitable other starting element (for example a clutch) or can be omitted if at least one of the transmission's internal shifting elements is designed as a starting shifting element.
  • the two brakes C, D are spatially arranged side by side in a region in the axial direction radially above the planetary gear sets arranged in series.
  • a disk set 400 with outer and lining disks of the brake D is spatially arranged above the third planetary gear set RS3, viewed in the axial direction directly next to the first spur gear STR1 of the spur gear stage STST, on a large diameter in the area of the inner diameter of the gear housing GG.
  • An outer disk carrier for the outer disks of the disk pack 400 of the brake D is integrated in the transmission housing GG as an example, but can of course also be designed as a separate component, which can then be connected to the
  • Gearbox is connected.
  • An input element 420 of the brake D designed as a cylindrical inner disk carrier extends radially above the cylinder ZYL in the axial direction over all three planetary gear sets RSl, RS2, RS3 and is connected to a first web plate STB11 of the web STl of the first planetary gear set RSl, this first web plate STBll on the side of the planetary gear set facing away from the second planetary gear set RS2
  • the inner disk carrier (420) of the brake D therefore completely overlaps all three planetary gear sets RS1, RS2, RS3 in the axial direction.
  • the spatial position of the disk set 400 of the brake D can also be axially displaced in the direction of the second planetary gear set RS2, so that the inner disk carrier (420) of the brake D then completely overlaps at least the first and second planetary gear sets RS1, RS2 in the axial direction ,
  • a disk pack 300 with outer and lining disks of the brake C is arranged adjacent to the disk pack 400 of the brake D, spatially seen approximately above the second planetary gear set RS2, also on a large one
  • An outer disk carrier for the outer disks ⁇ of the disk set 300 of the brake C is likewise integrated in the gear housing GG as an example, but can of course also be designed as a separate component fixed to the gear housing.
  • the same outer and lining plates can be provided for both brakes C, D in order to simplify the manufacturing process and to use the same parts at low cost.
  • An input element 320 of the brake C designed as a cup-shaped inner lamella carrier has a cylindrical section 321 and a disk-shaped section 322. This cylindrical section 321 extends radially above a cylindrical shaped section 421 of the input element 420 of the brake D in the axial direction over the first and second planetary gear sets RS1 and RS2.
  • the disk-shaped section 322 adjoins the cylindrical section 321 and extends on the side of the first web plate STB11 facing away from the second planetary gear set RS2 radially inwards up to the sun shaft SOW1 to which it is connected.
  • the sun shaft SOW1 is in turn connected to the sun gear SOI of the first planetary gear set RSl.
  • the inner disk carrier (320) of the brake C thus completely overlaps the two planetary gear sets RS1, RS2.
  • the spatial position of the disk set 300 of the brake C can also be axially displaced, either in the direction of the first planetary gear set RS1, so that the inner disk carrier (320) of the brake C then completely overlaps the first planetary gear set RS1 in the axial direction , or in the direction of the third planetary gear set RS3, so that the inner disk carrier (320) of the brake C may then also partially overlap the third planetary gear set RS3 in the axial direction.
  • the other two shift elements B and E are arranged on the side of the first planetary gearset RS1 facing away from the second planetary gearset RS2, in the example shown in FIG. 3 on the side of the automatic transmission opposite the drive motor (not shown).
  • both clutches B, E are combined as a preassembled module, which is arranged adjacent to the first planetary gear set RS1. As can be seen from FIG.
  • a disk pack 200 with outer and lining disks of clutch B is arranged radially above a disk pack 500 with outer and lining disks of clutch E, the disk pack 200 therefore spatially above the disk pack 500 Discs 300 of the brake C are thus arranged closer to the discs 200 of the clutch B than the discs 400 of the brake D.
  • an input element 520 of clutch E is arranged, which here is designed as an outer disk carrier and is connected to the drive shaft AN.
  • An input element 220 of clutch B which is also designed as an outer disk carrier, is connected to the drive shaft AN via the input element 520 of clutch E.
  • Both outer disk carriers (220, 520) can advantageously be combined here as a common disk carrier, which on the one hand enables production technology to be simplified and, on the other hand, also enables inexpensive use of the same parts for the outer and lining disks of both clutches B, E.
  • An output element 230 of clutch B which is designed as an inner disk carrier, extends — in sections axially adjacent to the disk-shaped section 322 of the inner disk carrier (320) of the brake C — radially inward to the sun shaft SOW1 of the first planetary gearset RS1, to which it is connected.
  • the person skilled in the art will, if necessary, design the inner disk carrier (230) of clutch B and the disk-shaped section 322 of the inner disk carrier (320) of brake C as a common component.
  • An output element 530 of clutch E which is also designed as an inner disk carrier, extends - axially between the disk-shaped inner disk carrier (230) of clutch B and the disk-shaped section of the outer disk carrier (520) of clutch E - radially inward to the web shaft STW1 of the first planetary gear set RS1 to which he is connected.
  • this web shaft STWl passes through the sun shaft SOWl centrally and is connected on the side of the first planetary gear set RS1 adjacent to the second planetary gear set RS2 both to the web STl of the first planetary gear set RS1 and to the ring gear H02 of the second planetary gear set RS2.
  • Various useful spatial arrangements and possible structural details for servo devices (not shown in FIG. 3 for simplicity) for both clutches B, E will be discussed in detail later. It is, however, readily apparent to the person skilled in the art from the arrangement shown in FIG. 3 that the servo device of
  • clutch E is to be arranged within the clutch space formed by the outer disk carrier (520) of clutch E.
  • the arrangement of components shown in FIG. 3 results in an overall very compact, construction-length-saving transmission construction.
  • the disks 200 of the thermally highly loaded clutch B are arranged on an advantageously large diameter, as are the disks 400 of the brake D which is statically most loaded by all five shifting elements.
  • both brakes C, D and both clutches B, E same slat types or same slat sizes are used.
  • the drive shaft AN extends through all rotating internal components of the automatic transmission as seen in the axial direction, the person skilled in the art will, depending on the application, arrange the drive motor optionally as shown in FIG. 3 on the front side of the automatic transmission, on which the brake is also located A or the spur gear is arranged, or on the opposite end of the automatic transmission, on which the assembly with the two clutches B, E is also arranged.
  • Fig. 4 shows a circuit diagram with the associated gear jumps and the overall gear ratio of the automatic transmission according to Fig. 3.
  • FIG. 5 shows a detail of the first component arrangement according to FIG. 3, now supplemented by radial shaft and component bearings and by servo devices from the five
  • Switching elements A to E The kinematic coupling of the three individual planetary gear sets RS1, RS2, RS3 and the five switching elements A to E and the input and output shafts AN, AB corresponds to the transmission diagram shown in FIG. 3.
  • the spatial arrangement of the planetary gear sets RS1, RS2, RS3 and shifting elements A to E relative to one another within the transmission housing GG has been adopted practically unchanged from FIG. 3.
  • Brake A (as the first switching element of the automatic transmission) is arranged here on the side of the automatic transmission near the drive motor.
  • the brake A directly adjoins the housing wall GW, which - analogously to FIG.
  • the housing wall GW can be formed as part of the gear housing GG or as a separate component, which is then connected to the gear housing GG in a rotationally fixed manner by suitable means.
  • An output element 130 of the brake A which is designed as an outer disk carrier, is integrated into the housing wall GW in an advantageous manner in terms of production technology.
  • the input element 120 of the brake A is designed as an inner disk carrier.
  • this largely disk-shaped inner disk carrier (120) extends radially inward from its lamella driving profile adjacent to the housing wall GW to the sun shaft SOW3, with which it is connected.
  • this sun shaft SOW3 is provided as an operative connection between the input element (inner disk carrier) 120 of the brake A and the sun wheel S03 of the third planetary gear set RS3 and is designed as a hollow shaft within which the drive shaft AN runs.
  • the servo device of brake A is shown in simplified form and is arranged on the side of the disk set 100 of brake A, which is opposite the first spur gear STR1, which is operatively connected to the output shaft AB, or the third planetary gear set RS3.
  • the servo device 110 comprises a piston which is axially displaceably mounted in a corresponding piston or pressure chamber, as well as a jerk element for this piston.
  • the piston chamber is pressurized via a corresponding pressure medium supply, the piston then actuates the disks 100 of the brake A axially in the direction of the housing wall GW against a restoring force of the restoring element.
  • the piston or pressure chamber of the servo device 110 is integrated in the housing wall GW.
  • the first spur gear STR1 of the spur gear stage is located axially between the brake A and the third planetary gear set (facing the drive motor) RS3, which acts as the operative connection between the output of the coupled planetary gear and the output shaft of the automatic transmission manufactures, arranged.
  • This spur gear STR1 is mounted on a housing intermediate wall GZ, which is connected to the gear housing GG in a rotationally fixed manner and extends radially inwards starting from the inner diameter of the gear housing GG. Seen spatially, this intermediate housing wall GZ is arranged, for example, axially between the spur gear STR1 and the third planetary gear set RS3, axially directly adjacent to the spur gear STRl.
  • the spur gear STR1 On its side opposite the intermediate wall GZ, the spur gear STR1 directly borders a disk-shaped section 122 of the inner disk carrier (120) of the brake A.
  • the sun shaft SOW3 provided as an operative connection between the sun gear S03 of the third planetary gear set RS3 and the input element (inner disk carrier) 120 of the brake A thus penetrates the housing intermediate wall GZ centrally.
  • the intermediate wall GZ on which the first spur gear STR1 is mounted can of course also be arranged on the side of the spur gear STR1 facing away from the planetary gear set RS3, that is to say spatially between the inner disk carrier (120) of the brake A and the spur gear sTRL.
  • the intermediate wall GZ can also be formed as part of the gear housing.
  • the two brakes C and D are spatially arranged radially above the planetary gear sets RS1 to RS3, the brake C seen in the axial direction in a region radially above the first and (middle) second planetary gearset RS1, RS2 and the brake D. seen in the axial direction in a region radially above the (middle) second and third planetary gear sets RS2, RS3.
  • the servo devices of the brakes C and D are shown in simplified form and, as usual, each comprise a piston which is axially displaceably mounted in a corresponding piston or pressure chamber and a reset element for each piston.
  • each comprise a piston which is axially displaceably mounted in a corresponding piston or pressure chamber and a reset element for each piston.
  • the disks 300 and 400 of the brake C and D against a restoring force of the respective return element.
  • the disk packs 300, 400 of the two brakes C, D directly adjoin one another axially.
  • the servo device 410 of the brake D is arranged on the side of the disk set 400 of the brake D facing the spur gear STR1 or the brake A or the housing intermediate wall GZ and actuates these disks 400 axially in the direction of the brake C.
  • the servo device 310 of the brake C is arranged on the side of the disk set 300 of the brake C facing away from the brake D and actuates these disks 300 axially in the direction of the brake D.
  • the actuation direction of the two servo devices 310, 410 is therefore opposite to one another.
  • the design of the assembly with the two brakes C, D and the servo devices 310, 410 will be discussed in detail later.
  • the clutches B and E are both arranged on the side of the first planetary gearset RS1 opposite the second planetary gearset RS2 and form a preassembled assembly that is adjacent to the first planetary gearset RS1.
  • the disk set 200 is the
  • Clutch B viewed in the axial direction, is at least predominantly arranged radially above the disk set 500 of clutch E.
  • the advantageously large diameter of the disks 200 takes into account the comparatively high thermal load on the clutch B which is due to the concept.
  • a common disk carrier ZYLBE is provided as their input elements 220, 520, which is designed for clutch E as an outer disk carrier and for clutch B as an inner disk carrier.
  • This disk carrier ZYLBE has a hub 523, which is connected to the drive shaft AN and is mounted on a hub GN fixed to the transmission housing. From the chosen nomenclature it can be seen that this hub 523 is assigned to the input element (520) of the clutch E.
  • the gearbox-fixed hub GN is a cylindrical projection of an outer wall (not shown in FIG. 5 for the sake of simplicity) of the gearbox housing GG, which extends axially in the direction of the first planetary gearset RS1.
  • the hub GN can also be integrated in a housing cover, which is then connected to the gear housing in a rotationally fixed manner by suitable means.
  • the drive shaft AN itself is also mounted on the hub GN.
  • the plate carrier ZYLBE common to the clutches B, E has sections 521, 522, 524, 221 and 222 of different geometrical design, which differ from the
  • Nomenclature can be assigned to either the input element (520) of clutch E or the input element (220) of clutch B.
  • the disk-shaped section 522 is in Seen in the axial direction approximately hub center connected to the hub 523 and extends, starting from the outer diameter of the hub 523, radially outward.
  • the cylindrical section 521 adjoins the disk-shaped section 522 and extends axially in the direction of the planetary gear set RS1 over the disk set 500 of clutch E.
  • the cylindrical section 521 On its inside diameter, the cylindrical section 521 has a suitable driving profile to accommodate the outer plates of the plate pack 500 of the
  • the disc-shaped section 222 (to be assigned to the input element (220) of clutch B) adjoins the outer diameter of the cylindrical section 521, viewed in the axial direction on the side of the disk set 500 facing away from the planetary gear set RS1, and extends radially outward up to a diameter which is approximately the outer diameter of the disk set 200 of the (radially outer) clutch B.
  • the cylindrical section 221 adjoins the disk-shaped section 222 and extends axially in the direction of the planetary gear set RS1 over the disk set 200 of clutch B.
  • cylindrical section 221 On its inside diameter, cylindrical section 221 has a suitable driving profile for receiving the outer disks of disk pack 200 of clutch B.
  • the input element 220 of clutch B is (as in FIG. 3) via input element 520 of the clutch E connected to the drive shaft AN.
  • the sections 521 and 522 of the disk carrier ZYLBE common for the clutches B, E form a clutch space, within which not only the disk pack 500 of the clutch E is arranged, but also a servo device designated 510 for actuating the disks 500 of the clutch E.
  • This servo device 510 is therefore arranged on the side of the disk-shaped section 522 which faces the first planetary gear set RS1.
  • the first cylindrical section 521, the disk-shaped section 522 and the hub 523 of the disk carrier ZYLBE (or the input element (520) of the clutch E) form a piston or pressure chamber 511, in which a piston 514 of the servo device 510 is arranged to be axially displaceable ,
  • a piston 514 of the servo device 510 is arranged to be axially displaceable
  • the piston 514 actuates the disks 500 of the clutch E axially in the direction of the planetary gear set RS1, against a restoring force of a reset element 513 of the servo device 510, which is designed here as a disk spring, for example.
  • the pressure medium is supplied to the pressure chamber 511 via a pressure medium supply 518, which runs partly inside the hub 523 and partly inside the housing-fixed hub GN.
  • the servo device 510 also has a pressure compensation chamber 512 which is arranged on the side of the piston 514 opposite the pressure chamber 511, that is to say is closer to the planetary gear set RS1 than the pressure - Space 511.
  • This pressure compensation space 512 is formed by the piston 514 and a baffle plate 515 and is geometrically preferably designed such that an at least largely complete dynamic pressure compensation is achieved.
  • the pressure compensation chamber 512 is filled with lubricant without pressure via a lubricant feed 519, this lubricant feed 519 running partly inside the hub 523 and partly inside the drive shaft AN.
  • the servo device of clutch B is designated 210.
  • a piston or pressure chamber 211 of this servo device 210 is arranged on the side of the disk-shaped section 522 of the disk carrier ZYLBE, which lies opposite the pressure chamber 511 of the clutch E.
  • the pressure chamber 211 is formed by the hub 523, the disk-shaped section 522 and a second cylindrical section 524 of the disk carrier ZYLBE (or the input element (520) of the clutch E), this second cylindrical section 524 axially in to the pressure chamber 511 of the clutch E extends opposite direction.
  • a piston 214 of the servo device 210 is arranged axially displaceably within the pressure chamber 211.
  • this piston 214 When pressure is applied to the pressure chamber 211, this piston 214 actuates the disks 200 of the clutch B axially in the opposite direction to the first planetary gear set RS1, against a restoring force of a restoring element 213 of the servo device 210, which is designed here, for example, as a plate spring.
  • the piston 214 overlaps the one for both clutches E. , B common disk carrier ZYLBE - especially its
  • An actuating plunger 216 of the piston 214 acts on this plate pack 200 from the side of the plate pack 200, which lies opposite the pressure chamber 211.
  • Piston 214 adapted to the plate surface sections 522, 524, 521 and 221 formed surface of the plate carrier ZYLBE.
  • the pressure medium is supplied to the pressure chamber 211 via a pressure medium supply 218, which partly runs inside the hub 523 and partly also within the hub GN fixed to the housing.
  • the servo device 210 of the clutch B also has a pressure compensation chamber 212 which is arranged on the side of the piston 214 opposite the pressure chamber 211.
  • This pressure compensation chamber 212 is formed by a baffle plate 215 and by a section of the piston 214 arranged radially below the plate carrier section 524.
  • the pressure compensation chamber 212 is preferably designed geometrically in such a way that an at least largely complete dynamic pressure compensation is achieved.
  • the pressure equalization chamber 212 is filled with lubricant without pressure via a lubricant feed 219, this lubricant feed 219 running partly inside the hub 523 and partly inside the hub GN fixed to the housing.
  • the disks 200 of the clutch B are thus “pulling” in this arrangement according to the invention.
  • the disks 500 of the clutch E are actuated, based on the spatial position of the pressure chamber 511 of the servo device 510, "pressing".
  • the disk-shaped section 522 thus essentially forms the radially directed outer surface of the disk carrier ZYLBE, on the side of which facing the planetary gear set RS1 the pressure chamber 511 of the servo device of the clutch E is arranged, and on the side facing away from the planetary gear set RS1 the pressure chamber 211 of the servo device Coupling B is arranged.
  • This area of the lateral surface of the disk carrier ZYLBE thus separates the two pressure chambers 211 and 511 from one another.
  • the dynamic one Pressure equalization of the respective rotating pressure space 211 or 511 provided pressure equalization spaces 212 or 512 of the servo devices of the clutches B and E are each arranged on the side of the respective pressure space 211 or 511 which faces away from this area of the lateral surface of the disk carrier ZYLBE.
  • FIG. 6 shows a sectional gear section with an exemplary detailed construction for the assembly with the two clutches B, E.
  • the clutches B and E form a preassembled assembly which comprises the disk packs 200, 500 and the respective servo device of both clutches B. , E and a plate carrier ZYLBE common to both clutches B, E.
  • the disk carrier ZYLBE is designed as an outer disk carrier for both clutches B, E, in the form of a pot which is open towards the adjacent planetary gear sets (not shown in detail in FIG. 6).
  • the disk carrier ZYLBE is divided into sections 221, 521, 525, 524, 522 and 523 with different designs.
  • the two cylindrical sections 521, 524 and the two disk-shaped sections 525, 522 and the hub 523 form the input element of the clutch E, which is connected to the drive shaft AN.
  • the cylindrical section 221 forms the input element of the clutch B, which is connected to the drive shaft AN via the input element of the clutch E.
  • corresponding entrainment Profiles designed to accommodate the outer plates of the 200 and 500 plate packs.
  • the disk pack 200 of clutch B ' is arranged on a larger diameter than the disk pack 500 of clutch E.
  • the disk packs 200 and 500 of both clutches B, E are axially offset from one another ,
  • the internal friction surface diameter of the lining plates of the disk set 200 remains unchanged here, compared to the external friction surface diameter of the lining disks of the disk package 500, whereas the pitch circle diameter of the disk drive profile of the outer disks of the disk pack 500 is larger than the pitch circle diameter of the Lame11en driving profile Lining plates of the plate set 200.
  • the diameter of the disk set 200 of clutch B is selected such that the disk set 200 seen in the axial direction radially above the first planetary gear set adjacent to this clutch arrangement (of which, for simplification in FIG. 5, only its sun gear SOI is shown) could be arranged.
  • the disk pack 500 of clutch E is axially adjacent to the first planetary gear set (RS1), spatially in an area approximately equal to the diameter range of the (here Corresponding ring gear (not shown) of the first planetary gear set.
  • Such component scoring has advantages on the one hand with regard to the overall length of the transmission, and on the other hand also with regard to the outer diameter of the transmission housing in a transmission housing section for the in a vehicle
  • the drive motor installed transversely to the direction of travel has only a very limited installation space available.
  • the transition between the cylindrical section 221 of the (outer) disk carrier ZYLBE (to be assigned to the input element of clutch B) and the first cylindrical section 521 of the disk carrier ZYLBE (to be assigned to the input element of clutch E) also has a diameter offset or a step.
  • the disks 200 of the clutch B are also axially supported when they are (“pulled”) actuated.
  • a locking ring 501 is provided which is in the Lamella driving profile of the cylindrical section 521 engages and is secured axially to section 521 of the disk carrier ZYLBE by means of a suitable device. It is clear to the person skilled in the art that prior to the assembly and the axial securing of this locking ring 501, the (outer) disk carrier ZYLBE common to both clutches B and E is previously connected to the
  • Such an axial securing device can be, for example, a groove which is milled radially into the driving profile of the disk carrier ZYLBE at the corresponding axial position in the area above the securing ring 501 or is pressed radially into the driving profile of the disk carrier ZYLBE as material penetrations (material impressions).
  • Other examples of such an axial lock are a subsequent caulking of the locking ring 501 on the disk carrier ZYLBE, or subsequently on the side of the locking ring 501 facing away from the disk pack 500 axially radially into the driving element next to this locking ring 501.
  • Profile of the disk carrier ZYLBE introduced material penetrations (material impressions), or also as a radial pinning of the circlip 501 on the disk carrier ZYLBE.
  • the first disk-shaped section 522 extends radially outwards approximately in the center of the hub. With 526 a first cylindrical portion of the hub 523 is designated, the. yourself on the
  • Planetary gearset RSl axially extends away from the side of the disc-shaped section 522.
  • 527 denotes a second cylindrical section of the hub 523, which extends axially on the side of the disk-shaped section 522 facing the planetary gear set RS1.
  • a pressure space is arranged on each side of the first disk-shaped section 522.
  • the pressure chamber 211 of the servo device of the clutch B is arranged on the side of the first disk-shaped section 522 facing the planetary gear set RS1, radially above the hub section 526.
  • the pressure chamber 511 of the servo device of the clutch E is arranged on the side of the first disk-shaped section 522 facing the planetary gear set RS1, radially above the hub section 527.
  • a second cylindrical section 524 adjoins the first disk-shaped section 522 and extends axially in the opposite direction to the planetary gear set RS1, approximately as far as the first cylindrical section 526 of the hub 523 also extends.
  • the second cylindrical section 524 is adjoined by a second, at least largely disk-shaped section 525, which extends radially outward to approximately the outer diameter of the disk pack 500, to to the first cylindrical section 521 of the input element of clutch E.
  • the disk carrier ZYLBE (or the input element of clutch E) has one with its adjacent sections in the order 521, 525, 524, 522 and 523 Seen in the radial direction overall meandering structure and thereby forms a clutch chamber, within which the servo device of clutch E and the disk packs 200 and 500 of both clutches B, E are arranged.
  • the pressure medium supply 518 runs to this pressure chamber 511 in sections through the hub 523 (in the hub section 527) of the common outer disk carrier of the clutches B, E and in sections through the fixed hub GN.
  • Pressure compensation chamber 512 to compensate for the dynamic pressure of the rotating pressure chamber 511 is arranged on the side of the piston 514 opposite the pressure chamber 511, that is closer to the first planetary gear set RS1 than the pressure chamber 511.
  • the lubricant supply 519 to this pressure compensation chamber 512 runs in sections through the hub 523 ( in the hub section 527) of the common disk carrier ZYLBE of the clutches B, E and in sections by the drive shaft AN.
  • the reset element 513 which is designed as a plate spring, is between the pistons 514 and
  • the disk-shaped section 522 and the cylindrical section 524 and the cylindrical hub section 526 of the disk carrier ZYLBE (or the input element of the clutch E) together with the piston 214 of the servo device of the clutch B form the pressure chamber 211 of the servo device of the clutch B.
  • the piston 214 essentially follows the meandering structure of the common disk carrier ZYLBE of the clutches B, E and in sections overlaps the second cylindrical section 524 of the disk carrier ZYLBE and that of the
  • Disc carrier ZYLBE formed clutch space for the clutch E and the disks 200 of the clutch B radially completely in the axial direction.
  • the piston 214 extends in the axial direction far beyond the disk set 200 of the clutch B, up to an area above the first planetary gear set RS1.
  • the actuating plunger 216 acting on the disk pack 200 is fastened to the piston 214 in the area above the disk pack 200 and extends radially inward to almost the inside diameter of the disk pack 200.
  • the pressure medium supply 218 to the pressure chamber 211 of the servo device of the clutch B runs in sections through the hub 523 (in the hub section 526) of the common disk carrier ZYLBE of the clutches B, E and in sections through the fixed hub GN.
  • the servo device of the clutch B also has dynamic pressure compensation Corresponding pressure compensation chamber 212 for compensating the dynamic pressure of the rotating pressure chamber 211 is spatially located below the cylindrical section 524 of the 'disk carrier ZYLBE and is formed by the piston 214 and the baffle plate 215.
  • the lubricant supply 219 to this pressure compensation chamber 212 runs off cut through the Hub 523 (in the hub section 526) of the disk carrier ZYLBE, sections through the housing-fixed hub GN and sections through the drive shaft AN.
  • the jerk element 213, designed as a plate spring, for resetting the piston 214 is arranged outside the pressure compensation chamber 212 and lies on the side of the assembly of clutch B and E opposite the planetary gear set RS1 on an outer surface of the piston 214.
  • This plate spring (213) is axially preloaded between the outer surface of the piston 214 and a support collar of the hub 523 arranged on the outer edge of the first cylindrical hub section 526.
  • the first disk-shaped section 522 thus essentially forms the radially directed (here largely vertical) lateral surface of the disk carrier ZYLBE, on the side of which facing the planetary gear set RS1 the pressure chamber 511 of the servo device of the clutch E is arranged, and on the side facing away from the planetary gear set RS1 the pressure chamber 211 of the servo device of clutch B is arranged.
  • This area of the lateral surface of the disk carrier ZYLBE thus separates the two pressure chambers 211 and 511 from one another.
  • the pressure equalization spaces 212 and 512 of the servo devices of the clutches B and E which are provided for dynamic pressure equalization of the respective rotating pressure space 211 and 511, are each arranged on the side of the respective pressure space 211 and 511 facing away from this area of the lateral surface of the disk carrier ZYLBE. Both clutches B, E can be operated completely independently of one another, the actuation of one of these two
  • the hub 523 of the disk carrier ZYLBE is firmly connected to the drive shaft AN via a welded connection, spatially seen in the area of the hub section 527 near the planetary gear set.
  • a detachable connection can also be provided, for example a driving profile.
  • the piston 214 of the servo device of clutch B in its section, which is arranged spatially above the disk pack 500 of clutch E, has a suitable encoder profile on its outer diameter, which via a drive speed sensor NAN for determining the drive shaft Speed (contactless) is sampled.
  • the output element 530 of the clutch E which is designed as an inner disk carrier, has an axially only short cylindrical section 531, on the outside diameter of which a suitable driving profile is provided for receiving the lining disks of the disk pack 500.
  • the disc-shaped section 532 Adly next to the plate pack 500, on the side of the plate pack 500 facing away from the pressure chamber 511 of the servo device of the clutch E, the disc-shaped section 532 adjoins this cylindrical section 531 and extends radially inward, axially immediately adjacent to the baffle plate 515 to the web shaft STWl with which it is connected.
  • the output element 230 of clutch B which is designed as an inner disk carrier, has a cylindrical section 231 which, viewed in the axial direction, is located next to the disk pack 500 of clutch E and also next to the servo device of the clutch E is arranged, viewed in the axial direction, extends radially over the (incompletely shown here) first planetary gear set, and has a suitable driving profile on its outer diameter for receiving the lining disks of the disk set 200. On the side of the clutch E facing the clutch.
  • a disk-shaped section 232 of the inner disk carrier (230) of clutch B adjoins the cylindrical section 231 and extends - axially immediately adjacent to the side of the disk pack 500 facing away from the pressure chamber and the disk-shaped section 532 of the inner disk carrier (530) of the clutch E - radially inwards, up to the sun gear SOI of the first planetary gear set.
  • the brake C is arranged next to the disk set 200 of the clutch B, on the side of the disk pack 200 opposite the clutch E.
  • the disks 300 of the brake C are dimensioned at least similarly to the disks 200 of FIG Clutch B.
  • the input element 320 of the brake C which is designed as an inner disk carrier, is designed in one piece together with the inner disk carrier (230) of the clutch B.
  • the cylindrical section 321 of this input element 320 has a suitable driving profile on its outer diameter for receiving the lining plates of the plate pack 300 and adjoins the cylindrical section 231 of the output element 230 of the clutch B directly axially.
  • the lamella drive profiles for the covering lamellae of both are advantageous in terms of production technology
  • 6 also shows an output element 330 of the brake C, which is designed as a cylindrical outer disk carrier with a corresponding disk drive profile for the outer disks of the disk pack 300 and is designed as a separate component.
  • a cylinder can, for example, also accommodate the servo device of the brake C and also the complete brake D (including its servo device and plates) and can be preassembled as an assembly which is then inserted into the gear housing and secured against rotation.
  • the differential DIFF connected to the output shaft of the automatic transmission (not shown here) is still arranged close to the drive motor, so that between the first spur gear STR1 of the spur gear stage STST and the third spur gear STR3 of the spur gear stage STST, which is connected to the differential DIFF (screwed here as an example) ) is a large axial distance, which is shown here by the
  • the first spur gear STR1 with the (not shown here) output shaft of the automatic The gear-connected spur gear stage directly adjoins the third planetary gear set RS3 on the side of the web plate STB3 of the third planetary gear set RS3 opposite the second (middle) planetary gear set RS2.
  • the bearing STRL1 of the first spur gear STR1 is designed, for example, as a rigid tapered roller bearing, with two tapered roller bearings immediately adjacent to one another.
  • the inner bearing rings of these two tapered roller bearings are axially clamped on a spur gear hub STRNl of the spur gear STRl, which extends axially in the opposite direction to the third planetary gear set RS3, via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted in a bearing bore in the intermediate wall GZ and are each supported on an axially inwardly extending contact shoulder of the intermediate wall GZ between the two tapered roller bearings.
  • the spur gear hub STRNl of the spur gear STRl thus passes through the housing intermediate wall GZ centrally.
  • the partition wall GZ forms at the same time
  • Output element 130 of brake A which is designed as an outer disk carrier with a corresponding entrainment profile for receiving the outer disks of disk pack 100 of brake A.
  • Brake A is seen partially in the axial direction radially above the bearing STRL1 of the first
  • the spur gear STR1 is arranged, in particular the servo device 110 of the brake A integrated in the intermediate wall GZ.
  • the intermediate wall GZ is connected to the gear housing GG in a rotationally fixed manner.
  • a corresponding (customary) screw connection is not shown in FIG. 7 for simplification.
  • the bearing of the intermediate shaft (STR2) is supported, for example, via two tapered roller bearings, the first of these tapered roller bearings being spatially in the Area is arranged above the third planetary gear set RS3, on the side of the first spur gear STR1 facing away from the bearing STRL1 or the brake A.
  • the second of these tapered roller bearings is spatially arranged in the area above the adjoining plate packs 200 and 500 of the clutches B and E, viewed axially in front of the third spur gear STR3 from the direction of the first spur gear STR1.
  • the housing wall GW on the drive motor side is designed in two parts, part of this two-part housing wall GW covering a differential cover and the differential DIFF toward the drive motor side.
  • a pump and various pressure medium channels are integrated in the part of the two-part housing wall GW close to the drive shaft, for supplying the various transmission components with lubricant and the switching elements with pressure medium.
  • the brake A is accordingly arranged on the end face of the gear housing GG facing away from the drive motor.
  • Brakes C and D form a preassembled assembly that is inserted as a whole into the gearbox.
  • This assembly includes the output elements 330, 430 of both brakes C and D designed as outer disk carriers, the disk packs 300, 400 of both brakes C and D, and the servo devices 310, 410 of both brakes C and D.
  • the two outer disk carriers 330 and 430 designed as a one-piece cylindrical component, which is designated in FIG. 7 with ZYLCD, in which parts of the servo devices 310 and 410 are also integrated.
  • Such an assembly is known, for example, from DE 101 31 816 AI by the applicant. 7 shows that the cylinder ZYLCD also has a bearing seat for the spur gear STR1 forms the tapered roller bearing of the side shaft bearing (STR2).
  • FIG. 8 now shows an exemplary second schematic component arrangement according to the invention.
  • This second component arrangement according to the invention is similar to the first schematic component arrangement shown in FIG. 5.
  • the clutches B and E form a preassembled assembly which is arranged on the side of the first planetary gear set RS1 and the others
  • Planetary gear sets RS2, RS3 opposite.
  • the input element 520 of clutch E and the input element 220 of clutch B are a common disk carrier ZYLBE summarized, which is connected to the drive shaft AN by suitable means (driving profile, welded connection, one-piece design, ).
  • the input element 220 of the clutch B is thus connected unchanged to the drive shaft AN via the input element 520 of the clutch E.
  • the common disk carrier ZYLBE forms the outer disk carrier (520) for clutch E and the inner disk carrier (220) for clutch B.
  • the disk packs 200 with outer and lining disks of clutch B and 500 with outer and lining disks of clutch E are spatially at least largely arranged one above the other, the disk pack 200 of clutch B - as in FIG. 5 - being the outer of the two disk packs and both disk packs 200, 500 are arranged axially next to the first planetary gear set RS1.
  • both the plates 500 are now actuated when the clutch E is closed — based on the spatial position of the pressure chamber 511
  • Servo device 510 of clutch E - as well as the actuation of disks 200 when clutch B is closed - in relation to the spatial position of pressure chamber 211 of servo device 210 of clutch B - “pressing”.
  • the two servo devices 210, 510 actuate the respective plates 200 and 500 assigned to them axially in the direction of the first planetary gear set RS1 when the clutch is engaged.
  • the hub 523 is connected to the drive shaft AN and in turn has two cylindrical hub sections 527 and 526 of axial extension. These two hub sections 527 and 526 are spatially separated from one another by the first disk-shaped section 522. Starting from the outer diameter of the hub 523, this first disk-shaped section 522 extends approximately radially outward in the middle of the hub and merges into the second disk-shaped section 525, which then extends further radially outwards.
  • the hub section 527 is arranged on the side of the disk-shaped section 522 facing the planetary gear set RS1.
  • the hub section 526 is arranged on the side of the disk-shaped section 522 facing away from the planetary gear set RS1.
  • the first cylindrical section 521 adjoins the outer diameter of the second disk-shaped section 525 and extends axially in the direction of the planetary gear set RS1, beyond the disk set 500 of the clutch E.
  • the first cylindrical section 521 On its inner diameter, the first cylindrical section 521 has a suitable driving profile Receiving the outer disks of the disk pack 500 of the clutch E.
  • the first cylindrical section 521 has a suitable driving profile on its outer diameter for receiving the lining disks (inner disks) of the disk pack 200 of the clutch B.
  • the second disk also closes on the outside diameter of the first disk-shaped section 522 cylindrical section 524 and extends radially above the hub section 526 axially in the opposite direction to the planetary gear set RS1 or in the disk packs 500, 200.
  • the disk carrier ZYLBE common to both clutches B, E thus forms a clutch space within which the clutch E with its disk pack 500 and its servo device 510 is arranged.
  • the complete servo device 510 of clutch E (including its pressure chamber 511, its piston 514, its pressure compensation chamber 512, its restoring element 513 and its baffle plate 515) is at least largely arranged radially above the hub section 527.
  • the pressure chamber 511 is formed by the piston 514, as well as the cylindrical hub section 527 and the disk-shaped section 522 and parts of the cylindrical section 521 of the disk carrier ZYLBE.
  • the pressure equalization space 512 formed by the piston 514 and the baffle plate 515 for equalizing the dynamic pressure of the rotating pressure space 511 is arranged on the side of the piston 514 opposite the pressure space 511, that is to say closer to the first planetary gear set RS1 than the pressure space 511.
  • the pressure medium supply to the pressure chamber 511 is again designated with 518, the lubricant supply to the pressure compensation chamber 512 with 519.
  • the restoring element 513 which is designed as a plate spring, is prestressed between the piston 514 and the baffle plate 515, the baffle plate 515 being axially supported on the hub 523 of the disk carrier ZYLBE.
  • the pressure chamber 211, the pressure compensation chamber 212 and the reset element 213 of the servo device 210 of the clutch B are arranged radially above the hub section 526.
  • the pressure compensation space 212 directly adjoins the first disk-shaped section 522 of the disk carrier ZYLBE and is formed by this disk-shaped section 522, the cylindrical hub section 526 and the cylindrical section 524 and the piston 214.
  • the piston 214 is therefore separated from the lateral surface of the disk carrier ZYLBE by the pressure compensation chamber 212.
  • the piston 214 is sealed axially displaceably (at least largely lubricant-tight) with respect to the second cylindrical section 524, preferably on the inside diameter of the second cylindrical section 524.
  • the piston 214 comprises the second cylindrical section 524 in the axial and radial directions.
  • the restoring element 213 which is embodied here as an example as a coil spring package and is prestressed between the disk carrier section 522 and piston 214, is arranged, so that the piston 214 in the region of the pressure compensation chamber 212 has an overall radially directed meandering structure having.
  • the piston 214 at least largely follows the outer contour of the disk carrier ZYLBE common to both clutches in the axial and radial directions and ultimately extends axially up to the disk pack 200 of clutch B.
  • the pressure chamber 211 for actuating the piston 214 is correspondingly arranged on the side of the piston 214 opposite the pressure compensation chamber 212.
  • the pressure chamber 211 is formed by the piston 214, the cylindrical hub section 526 and by a cylindrical support disk 217.
  • This support disk 217 has a disk-shaped section, the inner diameter of which is pushed onto the hub section 526 of the hub 523, axially in the region of the axially outer (facing away from the wheelset) ) Edge of the
  • Hub section 526 is secured to the hub 523 and is also sealed to the hub 523 (pressure-tight).
  • Support disc 217 On the outer diameter of the disc-shaped section Support disc 217 is followed by a cylindrical section which extends axially in the direction of the pressure compensation space 212.
  • the piston 214 is sealed against this cylindrical section of the support disk 217 and against the cylindrical hub section 526 so as to be axially displaceable (pressure-tight).
  • the pressure medium supply to the pressure chamber 211 is again designated by 218, the lubricant supply to the pressure compensation chamber 212 by 219.
  • the radial extension of the pressure compensation chamber 212 is preferably matched to the geometry of the pressure chamber 211 such that an at least extensive compensation of the rotary pressure component of the clutch pressure of clutch B is achieved.
  • the pressure chamber 511 of the servo device 510 of the clutch E and the pressure compensation chamber 212 (provided for dynamic pressure compensation of the rotating pressure chamber 211) of the servo device 210 of the clutch B directly adjoin the outer surface (sections 522 and 525) of the disk carrier ZYLBE common to both clutches B and E.
  • the pressure chamber 211 of the servo device 210 of the clutch B is accordingly arranged on the side of the pressure compensation chamber 212 of the servo device 210 of the clutch B opposite this plate carrier jacket surface (sections 522 and 525).
  • the (a dynamic pressure equalization of the rotating 'pressure chamber 512 provided) pressure equalization chamber 512 of the servomechanism 510 of clutch E is on the servo device arranged in accordance with this plate carrier-lateral surface (portions 522 and 525) opposing side of the pressure chamber 511,510 of the clutch E.
  • the output element 530 of clutch E is designed as an axially narrow inner disk carrier which, starting from the inside diameter of disk pack 500, axially adjoins servo device 510 of clutch E and its pressure compensation chamber 512. extends radially inwards up to the web shaft STWl with which it is connected.
  • the web shaft STWl is mounted on the drive shaft AN, penetrates the sun gear SOI of the first planetary gear set RSl centrally and establishes the kinematic connection between the inner disk carrier (530) of the clutch E and the other gear set elements according to the power flow diagram.
  • the output element 230 of clutch B is now designed as an outer disk carrier, with a cylindrical section 231, on the inside diameter of which a suitable driving profile is provided for the outer disks of the disk pack 200 of the clutch, and with a disk-shaped section 232, which is located on the actuating side of the disk pack 200 opposite side of the cylindrical portion 231 adjoins this portion 231 and extends radially inward up to the sun gear SOI of the first planetary gear set RS1 to which it is connected.
  • the input element 320 of the brake C is designed as a cylindrical inner disk carrier which, viewed in the axial direction, extends radially above the second and first planetary gear sets RS2, RS1 and thereby completely overlaps the first planetary gear set RS1.
  • the cylindrical section 321 of the inner disk carrier (320) of the brake C abuts on its side facing the clutch B. to the outer plate carrier (230) of clutch B, here, for example, to its cylindrical section 231, and is connected to it by suitable means (for example, positive or material fit).
  • cylindrical section 321 of the inner disk carrier (320) of the brake C (or the entire inner disk carrier of the brake C) and the cylindrical section 231 of the outer disk carrier (230) of the clutch B are made in one piece.
  • the first spur gear STR1 is mounted, for example, directly on an inner wall of the gear housing GG, which extends radially into the interior of the gear.
  • This inner wall thus forms the intermediate housing wall shown in FIG. 5, but now as a fixed gear housing section.
  • the two brakes C, D are spatially arranged in an area above the adjacent planetary gear sets RS1, RS2, RS3, the brake D predominantly above the third planetary gear set RS3 and the brake C predominantly above the (middle) second planetary gear set RS2 ,
  • the direction of actuation of the servo devices 310 and 410 of the two brakes C, D is the same when the respective disk packs 300, 400 are actuated.
  • both servo devices 310, 410 actuate the disk pack 300 and 400 respectively assigned to them axially in the direction of the first planetary gear set RS1 or the assembly of the two clutches B and E.
  • FIG. 9 now shows a section of a gear section of a practically implemented gear construction, based on the gear section according to FIG. 8
  • the design of the assembly with the two clutches B and E corresponds to the arrangement proposed in FIG. 8, so that a further detailed description of the individual elements of this assembly (provided with the same reference numerals) can largely be dispensed with here.
  • the plate carrier ZYLBE is designed as a two-part construction.
  • the first component of the disk carrier ZYLBE is a cast part or forged part or turned part and contains the disk carrier hub 523, the first disk-shaped section 522 and the second cylindrical section 524 of the disk carrier ZYLBE.
  • the second component of the disk carrier ZYLBE is a sheet metal part and contains the second (approximately) disk-shaped section 525 and the first cylindrical section 521 of the disk carrier ZYLBE.
  • Both components of the ZYLBE lamella carrier are connected to each other, for example welded here.
  • This constructive design of the disk carrier ZYLBE means that the disk drive profile for the lining disks of the (external) disk pack 200 of clutch B and the travel profile for the outer disks of the (internal) disk pack 500 of clutch E can advantageously be produced in one operation, if appropriate coordinated driving profiles of the slats concerned.
  • Two circlips 201 and 501 are also drawn in as a detail.
  • the locking ring 201 serves as an axial contact surface for the disk pack 200 of clutch B, against which this disk pack 200 rests when the pressure chamber 211 of the servo device is pressurized.
  • tion 210 supports.
  • the locking ring 501 serves as an axial contact surface for the disk pack 500 of the clutch E, against which this disk pack 500 is supported when the pressure chamber 511 of the servo device 510 is pressurized.
  • Both circlips 201 and 501 are axially fixed to the disk carrier ZYLBE by suitable means. In the example shown, the circlips 201 and 501 are inserted into correspondingly shaped grooves in the disk carrier ZYLBE.
  • the brakes C and D form a preassembled assembly which is inserted as a whole into the gear housing.
  • This assembly includes the output elements 330, 430 of both brakes C and D designed as outer disk carriers, the disk packs 300, 400 of both brakes C and D, and the servo devices 310, 410 of both brakes C and D.
  • the two outer disk carriers 330 and 430 designed as a one-piece cylindrical component ZYLCD, in which parts of the servo devices 310 and 410 are also integrated.
  • the two disk packs 300, 400 are separated axially from one another by an approximately cylinder-centered abutment shoulder of the common outer disk carrier ZYLCD.
  • the pistons 314 and 414 of the servo devices 310, 410 are each arranged on the outer end face of the respective disk pack 300 and 400, respectively.
  • the reset elements 313 and 413 of the servo devices 310, 410 are each arranged radially above the respective disk pack 300 and 400, respectively.
  • Pressurization of the respective pressure chamber 311 or 411 of the servo device 310 or 410 is therefore directed in opposite directions to one another.
  • Such an assembly is from the DE 101 31 816 AI of the applicant known.
  • the brake C is arranged closer to the assembly with the two clutches B and E than the brake D. Viewed in the axial direction, the brake C is radially over in a region. arranged the first and second (middle) planetary gear set RS1, RS2, the brake D in a region radially above the second (middle) and third planetary gear set RS2, RS3.
  • two independently operable pressure spaces 311 are provided for the brake C, for example, both of which act on the disk set 300.
  • two pressure chambers which can be actuated independently of one another are additionally or exclusively provided for the brake D.
  • the disks 200, 300 and 400 of clutch B, brake C and brake D have at least approximately the same diameter.
  • the output element (outer disk carrier) 230 of clutch B is designed, for example, as a cylindrical sheet-metal construction, which is connected at the smallest diameter of its disk-shaped section 232 to the sun gear SOI of the first planetary gear set RS1 (welded here as an example).
  • the input element 320 (inner disk carrier) of the brake C is designed, for example, as an annular sheet-metal construction which - spatially seen approximately radially above the web plate STBll of the web of the first planetary gear set RS1 facing the clutch E and approximately on the diameter of the disks 200 of the clutch B - on the disc-shaped section 232 of the outer disk carrier (230) of the clutch B is connected (riveted here by way of example).
  • the input element (inner disk carrier) 420 of the brake D is also designed, for example, as a cylindrical sheet-metal construction which radially completely overlaps the first and second planetary gear sets RS1, RS2, viewed in the axial direction, and in sections runs radially below the inner disk carrier (320) of the brake C and on its smallest diameter on the outer diameter of the web plate STBll facing the couplings B, E of the first Planetary gearset RSl is connected to this web plate STBll, here welded by way of example to a diameter which is somewhat smaller than the pitch circle diameter of the ring gear HOl of the first planetary gearset RSl.
  • a parking lock gear PSR is shown in FIG. 9, which, viewed in the axial direction, is arranged radially above the web plate STB3 of the web ST3 of the third planetary gear set RS3 opposite the second planetary gear set RS2.
  • the web plate STB3 and parking lock wheel PSR are made in one piece.
  • a circumferential tooth profile is provided on the outer diameter of the parking lock wheel PSR, into which a parking lock pawl (not shown here for simplification) can engage in order to block the transmission output.
  • the cylinder ZYL which creates the connection between the web plate STB3 of the third planetary gear set RS3 and the ring gear HOl of the first planetary gear set RSl in accordance with the kinematic coupling of the individual gear set elements, engages through corresponding axial recesses of the web plate STB3 below the tooth profile of the parking lock gear PSR and is on the gear set facing away Axially secured side. As can also be seen from FIG.
  • the transmission of the output speed of the planetary gear set combination (here the speed of the web ST3 of the third planetary gear set connected to the ring gear HO1 of the first planetary gear set RS1) to the output shaft of the automatic transmission (not shown here for simplification) is exemplary again a spur gear STST provided.
  • the first spur gear STR1 of this spur gear STST is spatially seen axially between the third planetary gear set RS3 and the brake A is arranged, on the one hand axially directly adjacent to the sun gear S03 and the web plate STB3 of the third planetary gear set RS3 (arranged on the side of the third planetary gear set RS3 facing away from the middle planetary gear set RS2), on the other hand axially directly adjacent to the inner disk carrier (120) Brake A.
  • a positive connection is provided between the spur gear STR1 and the web plate STB3, the corresponding driving profile being arranged spatially on the inside diameter of the web plate STB3.
  • an axial bearing is arranged between the spur gear STRl and the sun gear S03.
  • the bearing of the first spur gear STR1 which is designed as a rigid tapered roller bearing, is designated STRL1 and includes, for example, two directly adjacent tapered roller bearings.
  • the inner bearing rings of these two tapered roller bearings are axially clamped on a spur gear hub STRNl of the first spur gear STRl, which extends axially in the opposite direction to the third planetary gear set RS3, via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted in a bearing bore of a bearing plate LAG and are each supported on an abutment shoulder of the bearing plate LAG which extends radially inward axially between the two tapered roller bearings.
  • a tapered roller composite bearing or a grooved ball bearing can also be provided instead of the two individual tapered roller bearings of the spur gear bearing STRL1, for example, a tapered roller composite bearing or a grooved ball bearing can also be provided.
  • the bearing plate LAG itself is inserted in a corresponding bearing plate hole in the intermediate wall GZ and screwed to this partition GZ.
  • the spur gear hub STRNl of the spur gear STRl ' thus passes through the bearing plate LAG and the intermediate housing wall GZ, both of which are arranged on the side of the first spur gear STRl facing away from the gear set, centrally.
  • the intermediate wall GZ for its part is screwed (on the side of the first spur gear STR1 facing away from the wheelset) in the area of its outer diameter to the gear housing GG.
  • the housing wall GW On the side of the housing intermediate wall GZ facing away from the spur gear, the housing wall GW axially adjoins the housing intermediate wall GZ and is also screwed thereto.
  • the housing wall GW in turn, in the example shown in FIG. 9, forms the outer wall of the transmission housing GG, which faces the drive motor of the automatic transmission (not shown here) that is operatively connected to the drive shaft AN.
  • the assembly with the two clutches B and E is therefore arranged on the gearbox side facing away from the drive motor.
  • the housing wall GW is at the same time a pump housing of an oil pump of the automatic transmission for supplying pressure medium to the switching elements and for supplying lubricant to the various switching elements, gears and bearings.
  • various channels for pressure and lubricant guidance are integrated in the housing wall GW as well as in the intermediate wall GZ.
  • the brake A is arranged directly adjacent to the housing wall GW, axially between the housing wall GW (pump housing) and the bearing plate LAG.
  • the output element 130 of the brake A which is designed as an outer disk carrier, is integrated into the intermediate wall GZ of the housing.
  • the intermediate partition wall GZ has a sufficiently large axial bore on its pump side, on the inside diameter of which a suitable driving profile for receiving the outer plate len of the disk set 100 of the brake A is provided.
  • the outside diameter of the disk set 100 of the brake A is somewhat larger than the outside diameter of the bearing plate LAG.
  • the disk set 100 of the brake A is axially directly adjacent to the housing wall GW (or to the pump housing).
  • the radially outer region of the bearing plate LAG axially borders the disk pack 100.
  • the servo device 110 of the brake A is integrated in the bearing plate LAG.
  • the bearing plate LAG has a piston or pressure chamber 111, within which a piston 114 of this servo device 110 is arranged to be axially displaceable.
  • the piston 114 When pressure is applied to this pressure chamber 111 (via non-rotating pressure medium channels, which are not shown for the sake of simplicity), the piston 114 actuates the disk set 100 of the brake A axially in the direction of the housing wall GW, against a restoring force of a restoring element 113, which is designed here as a plate spring, for example is supported axially on a correspondingly formed collar of the bearing plate LAG.
  • the servo device 110 of the brake • A is thus spatially largely of the first spur wheel disposed above the storage STRL STRLl of the spur gearing STST.
  • the bearing plate LAG is inserted from the disk side of brake A into the intermediate wall GZ.
  • the bearing plate LAG is also screwed to the intermediate wall GZ from the disk side of brake A.
  • the brake A is axially opposed to the piston 114 of the servo in the pressure chamber 111 of the servo device 110.
  • direction 110 directed countersinks are provided, which are distributed over the circumference of the pressure chamber 111 and accommodate the screw heads of the bearing plate screw connection.
  • the intermediate partition GZ, the bearing plate LAG with spur gear bearing STRLl and the first spur gear STRl, and the brake A with servo device 110 and disk set 100 form a preassembled module that can be used as a whole in the gear housing GG.
  • the input element 120 of the brake A is an inner disk carrier and is designed, for example, as a cylindrical sheet metal or forged construction.
  • This axially short inner disk carrier (120) has a cylindrical section 121, on the outside diameter of which a driving profile is provided for receiving the lining disks of the disk pack 100 of the brake A, and below the inside diameter of which the return element 113 of the servo device of the brake A is arranged.
  • a disk-shaped section 122 of the inner disk carrier (120) of the brake A adjoins the cylindrical section 121 and extends radially inwards up to a hub-shaped section of the sun shaft SOW1, to which is welded.
  • the sun shaft SOW3 is in turn positively connected to the sun gear S03 of the third planetary gear set RS3 via a suitable driving profile, so that the sun shaft SOW3 can also be interpreted as a hub of the ... inner disk carrier (120) of brake A.
  • the drive shaft AN in turn runs radially within the sun shaft SOW3 and penetrates the housing wall GW centrally.
  • the second spur gear STR2 of the spur gear forms an intermediate gear between the first spur gear STR1 and the third spur gear (not shown here) of the spur gear STST.
  • the second spur gear STR2 is designed as a step gear, with a first toothing that meshes with the toothing of the first spur gear STR1, and with a second toothing , which meshes with the toothing of the third spur gear.
  • the second toothing of the second spur gear STR2 is arranged close to the drive motor, seen in the axial direction in a region radially above the brake A.
  • FIG. 10 A second exemplary embodiment will now be shown in FIG. 10
  • FIG. 10 shows a sectional gear section in the area of the first planetary gear set RS1 and the assembly adjacent to it with the two clutches B, E and primarily relates to the design of the drive shaft AN.
  • drive shaft AN and hub 523 of the disk carrier ZYLBE common to both clutches B, E are not more in one piece (Fig. 8) or welded (Fig. 9), but now connected to each other in a form-fitting manner using a suitable driving profile.
  • the connection between the drive shaft AN and the sun gear S02 of the second (middle) planetary gear set RS2 is also positive
  • FIG. 11 shows a sectional gear section in the area of the assembly with the two brakes C and D and relates primarily to the design of the servo device 310 of the brake C.
  • FIG. 9 shows a sectional gear section in the area of the assembly with the two brakes C and D and relates primarily to the design of the servo device 310 of the brake C.
  • FIG. 9 shows a sectional gear section in the area of the assembly with the two brakes C and D and relates primarily to the design of the servo device 310 of the brake C.
  • FIG. 9 shows a sectional gear section in the area of the assembly with the two brakes C and D and relates primarily to the design of the servo device 310 of the brake C.
  • FIG Actuating direction of the servo devices 310, 410 of both brakes C, D in the same direction during the closing process of the respective brakes C and D, here, for example, axially in the direction of the adjacent assembly with the clutches B and E.
  • a common outer disk carrier ZYLCD is provided for both disk packs 300 and 400 of brakes C and D. Similar to FIG. 9, parts of the servo devices 310 and 410 of both brakes C and D are also arranged within this common outer disk carrier ZYLCD.
  • the servo device 410 of the brake D is identical to that in FIG. 9.
  • the piston 314, which is axially displaceable in the piston or pressure chamber 311 is now open the side of the disk set 300 which faces the brake D is arranged.
  • a corresponding pressure medium supply to the pressure chamber 311 is designated 318 and runs in sections within the outer clutch holder ZYLCD and in sections in the transmission housing GG, in which the outer disk carrier ZYLCD is inserted in a rotationally fixed manner.
  • a pressure plate 313a is provided in FIG. 11, which transmits the spring force of the restoring element 313, which is designed here as a plate spring, to the piston 314.
  • this plate spring (313) is arranged radially above the last plates of the plate pack 300 facing away from the piston and is axially supported in the area of its outer diameter on an outer collar of the outer plate carrier ZYLCD.
  • the pressure plate 313a extends radially outwards to just up to the plate driving profile of the outer plate carrier ZYLCD for the outer plates of the plate pack 300 and merges there into a slotted section 313c of the pressure plate 313a.
  • This slotted section 313c runs in the axial direction within corresponding, axially directed recesses in the area of the said lamella driving profile radially above the lamellae 300 and extends axially to the inner diameter of the plate spring (313) against which it rests.
  • the pressure plate 313a essentially overlaps the plate pack 300.
  • FIG. 12 shows a sectional gear section in the area of the first planetary gear.
  • the structural design of the assembly with the two clutches B and E largely corresponds to the design explained in detail in FIGS. 8 and 9.
  • the essential reference numerals have been adopted for clarification in FIG. 12. In contrast to FIGS.
  • a coolant chamber 212a is now additionally arranged, via which a coolant quantity for cooling the Lamellum packets 200 of clutch B is routed and buffered.
  • a baffle plate 215 is between a (first) disk-shaped section 522 and the (second) cylindrical section 524 of the outer surface section of the disk carrier ZYLBE and the piston 214 of the servo device of clutch B.
  • This baffle plate 215 is designed, for example, as a spring plate and adapted to the contour of the lateral surface section of the disk carrier ZYLBE in such a way that spatially seen axially next to the disk-shaped section 522 and radially below the cylindrical one Section 524 of the disk carrier ZYLBE, said coolant space 212a is formed.
  • the baffle plate 215 has two contact surfaces, which ensure the distance between the baffle plate 215 and the aforementioned lateral surface section of the disk carrier ZYLBE.
  • the baffle plate 215 lies in the area of the side of the cylindrical section 524 facing away from the pressure chamber 511 radially against this cylindrical section 524, at least to a large extent, and is radially below this contact surface with respect to the piston 214 of the servo device of the clutch B (for example via a commercially available O -Ring) axially displaceably sealed in a lubricant-tight manner.
  • the baffle plate 215 also spatially lies axially against the disk-shaped section 522 of the disk carrier ZYLBE in a diameter range of the restoring element 213 of the servo device of the clutch B (here consisting of parallel coil springs), this abutment surface of the baffle plate 215 having slots or recesses through which Lubricant can enter the coolant space 212a radially.
  • the additional coolant chamber 212a is thus formed by the baffle plate 215, the (second) cylindrical section 524 of the disk carrier ZYLBE and a (radially upper) part of the (first) disk-shaped section 522 of the disk carrier ZYLBE. Accordingly, the pressure compensation space 212 of the servo device of clutch B is now made up of the other (radially lower) part of the (first) disk-shaped section 522 of the disk carrier ZYLBE, the baffle plate 215, the hub section 526 of the hub 523 of the disk carrier ZYLBE and the piston 214 of the servo device of the Coupling B formed.
  • the lubricant supply to the pressure equalization chamber 212 is again designated 219 and runs in sections within the hub 523 (in the hub section 526) of the disk carrier ZYLBE, the hub GN fixed to the transmission housing and the drive shaft AN.
  • the lubricant is supplied to the coolant chamber 212a from the pressure compensation chamber 212, so no additional shaft and / or hub bores are required in this area.
  • This embodiment has the further advantage that the pressure compensation chamber 212 of clutch B, which is important for the function of the clutch control, is filled first. If a sufficient amount of lubricating oil is then available, the coolant chamber 212a of the clutch B is automatically filled.
  • the (second) cylindrical section 524 of the disk carrier ZYLBE has at least one radial coolant bore 219a, via which the intermediate storage in the coolant chamber 212a Lubricant is forwarded as a coolant to the disks 200 of clutch B.
  • the corresponding coolant supply to the disks 200 of the clutch E is shown in FIG. 12 as an arrow labeled 219b.
  • the coolant supply 219b In the area radially above the coolant bore 219a, the coolant supply 219b, viewed spatially, initially runs between the piston 514 of the servo device of the clutch E and the (second) at least largely disk-shaped section 525 of the disk carrier ZYLBE, then in the area of the (first) cylindrical section 521 of the disk carrier ZYLBE axially along the grooves of the disk drive profile for the outer disks of the disk pack 500 of clutch E, and from there via corresponding radial bores or recesses in the cylindrical section 521 radially outward into the area of the disk drive. Profiles for the lining plates of the plate pack 200 of clutch B. In this way, an effective cooling of the plate pack 200 of clutch B, which is subject to high thermal loads, is achieved.
  • FIG. 12 a cost-saving axial securing of the two disk packs 200 and 500 of the clutches B and E is shown in FIG. 12.
  • the disk set 500 of clutch E which is arranged radially below the first cylindrical section 521 of the disk carrier ZYLBE common to both clutches B and E, is axially secured by a locking ring 501.
  • the disk pack 500 is supported on this locking ring 501 when the piston 514 of the servo device of the clutch E is actuated.
  • This locking ring 501 is inserted into a corresponding groove which, starting from the inside diameter of the cylindrical section 521, is pressed radially outward into the driving profile of the disk carrier ZYLBE for the outside disks of the disk pack 500. This indentation on the inside diameter of the cylindrical
  • Section 521 of the disk carrier ZYLBE in turn causes a material passage 202 on the outer diameter of the cylindrical section 521 in the area of the driving profile of the disk carrier ZYLBE for the outer disks of the disk pack 200.
  • This material passage 202 of the clutch B is now used as an axial contact surface for the Disc pack 200 of clutch B.
  • the piston 214 of the servo device of clutch B is actuated, the disc pack 200 is supported on the material passage 202.
  • FIG. 13 now shows an exemplary third schematic component arrangement according to the invention, based on of the second schematic component arrangement shown in FIG. 8.
  • the changes compared to the third component arrangement according to the invention essentially relate to the spatial arrangement of the two brakes C and D relative to the three planetary gear sets RS1, RS2, RS3 arranged side by side and relative to the assembly with the two clutches B, E.
  • the brake C is now seen in the axial direction in a region radially above the assembly of the two clutches B and E.
  • the disks 300 of the brake C are arranged at least largely radially above the disk pack 200 of the clutch B.
  • the output element 230 of the clutch B which is designed as an outer plate carrier, can thus also be designed in a structurally simple manner at the same time as an inner plate carrier (input element 320) for the brake C by additionally having a driving profile on the outer diameter of the cylindrical section 231 of the output element 230 for receiving the lining plates of the plate set 300 the brake C is provided.
  • the servo device 310 for actuating the disks 300 of the brake C is, for example, arranged on the same disk side as the servo devices 210 and 510 of the clutch B or the clutch E, that is to say on the side of the disk pack 300 facing away from the planetary gear set RS1.
  • the brake D is now spatially arranged in an area above the first planetary gear set RS1, that is to say axially close to the brake C.
  • the two brakes C and D can, if necessary, be combined as a preassembled subassembly, as previously suggested, for example, in the detailed constructions according to FIG. 9 or FIG. 11.
  • the brake C seen in the axial direction radially above the disk set 200 of clutch B, the brake C is now - instead of being designed as a disk brake - designed as a band brake.
  • the band brake (C) can be designed both as a single or multiple loop simplex band brake and as a duplex band brake.
  • the friction lining of the brake C is thus geometrically designed as a commercially available brake band 303, which is fixed to the transmission housing GG via at least one lock (not shown in FIG. 14 for simplification).
  • the brake band 303 is arranged at least partially radially above the disk set 200 of the clutch B.
  • the output element 230 of clutch B forms both the outer disk carrier of clutch B and the inner friction surface for brake band 303 as an input element of brake C.
  • output element 230 of clutch B is designed as a cylinder, with a cylindrical section 231, on the inner diameter of which a driving profile is arranged for receiving the outer disks of the disk pack 200 of clutch B, and the outer diameter of which is designed as a counter surface for the brake band 303 provided with the friction lining.
  • the disk-shaped section 232 of the output element 230 of the clutch B connects the cylindrical section 231 to the sun shaft SOW1 or the sun gear SOI of the first planetary gear set RS1.
  • Such a design of the brake C ' as a band brake significantly reduces the radial installation space required for the automatic transmission in the area of the three radially superposed shifting elements E, B, C compared to the third component arrangement according to the invention previously shown in FIG. 13.
  • Another advantage is the improved transmission efficiency in all transmission operating areas in which the brake C is not engaged, due to the fact that band brakes in the non-engaged state, as is known, have a reduced drag torque loss compared to multi-disc brakes.
  • a multi-disc brake can in principle be structurally replaced by a band brake, it can also be provided in other configurations of the automatic transmission according to the invention that instead of the brake C or also in addition to the brake C, the brake D not engaged in the second to sixth forward gear and / or that in the fifth and sixth forward gear and brake A not engaged in reverse gear are designed as a band brake.
  • the person skilled in the art will carry out this substitution of a multi-disc brake by a band brake, if necessary, also in the other component arrangements according to the invention described above.
  • a freewheel FD is additionally provided, which is connected kinematically in parallel to the brake D and the input element 420 of the brake D in the train operation of the transmission (that is, with an internal torque curve from the drive shaft AN to the output shaft AB) on the transmission housing GG (supported by suitable sprags of the freewheel FD).
  • overrun operation of the transmission i.e. with an internal torque curve from the output shaft AB to the drive shaft AN
  • the freewheel FD is overrun.
  • Such an installation of an additional freewheel can be provided to increase the shifting comfort in the known comfort-critical coasting shift from second to first gear of the transmission when the vehicle is coasting.
  • This fifth schematic component arrangement is similar to the third schematic component arrangement shown in FIG. 13 and primarily relates to the design and arrangement of the pressure spaces and pressure compensation spaces of both servo devices of the assembly with the two clutches B and E. Unchanged is the same for both clutches B and E.
  • Disc carrier ZYLBE is provided, which forms the outer disc carrier for clutch E and the inner disc carrier for clutch B.
  • Both plate packs 200 and 500 of clutches B and E on the side of the plate carrier ZYLBE facing the first planetary gear set RS1 remain unchanged are arranged and are actuated axially in the direction of the planetary gear set RS1 by the respective servo device 210 or 510 of clutch B or E when the clutch closes, the disk pack 200 being arranged radially above the disk pack 500.
  • both servo devices 210 and 510 each also have dynamic pressure compensation. 15, however, the spatial position of the pressure and pressure compensation spaces 211, 511, 212, 512 of the two servo devices 210, 510 relative to one another has been modified compared to FIG. 13.
  • the disk carrier ZYLBE common for clutches B and E is geometrically divided into sections 523, 522, 521 and 222.
  • the hub 523, the disk-shaped section 522 and the cylindrical section 521 are assigned to the input element of clutch E, the disk-shaped section 222 to the input element of clutch B. This is also illustrated by the nomenclature chosen.
  • the hub 523 is connected to the drive shaft AN.
  • the disk-shaped section 522 adjoins the hub 523 and extends radially outward to a diameter that corresponds approximately to the outer diameter of the disk set 500 of the clutch E.
  • the cylindrical section 521 adjoins the outer diameter of the disk-shaped section 522 and extends in the axial direction up to over the disk pack 500 of the clutch E, relatively close to the first planetary gear set RS1. On its inner diameter, the cylindrical section 521 has a driving profile for receiving the outer plates of the plate pack 500.
  • the cylindrical section 521 and the disc-shaped section 522 of the disk carrier ZYLBE a clutch space, within which the disks 500 and the servo device 510 (together with pressure chamber 511, piston 514, reset element 513, pressure compensation chamber 512 and baffle plate 515) are arranged, radially above the hub 523 of the disk carrier ZYLBE ..
  • the pressure chamber 511 of the servo device 510 is formed by the sections 521, 522 and 523 'of the disk carrier ZYLBE and the piston 514 of the servo device 510, the pressure compensation chamber 512 by the piston 514 and the baffle plate 515 of the servo device 510.
  • the pressure compensation chamber 512 is closer to Planetary gear set RS1 arranged as the pressure chamber 511.
  • the cylindrical section 521 of the disk carrier ZYLBE has, on the side facing the planetary gearset RS1, a driving profile on its outer diameter for receiving the lining disks of the disk pack 200 of clutch B. Axially next to this disk driving profile, on the side facing away from the planetary gearset RS1 On the side of the lamella driving profile, the disk-shaped section 222 of the lamellar carrier ZYLBE adjoins the cylindrical section 521 and extends - starting from the outer diameter of the cylindrical section 521 - radially outward to a diameter which is preferably smaller than the average diameter of the outer lamellae of the Plate pack 200 of clutch B.
  • a cylindrical support disk 217 is provided, which is arranged radially above the cylindrical section 521 of the disk carrier ZYLBE.
  • This support disc 217 has one disc-shaped section, the inner diameter of which is pushed onto this cylindrical section 521 of the disk carrier ZYLBE in the region of the axially outer (away from the wheelset) of the cylindrical section 521, is secured axially in this area on the cylindrical section 521 and also towards the cylindrical section 521 (pressure-tight) is sealed.
  • a cylindrical section adjoins the outer diameter of the disk-shaped section of the support disk 217 and extends axially in the direction of the disk set 200 or the planetary gear set RS1.
  • the cylindrical support disk 217 and the cylindrical section 521 of the disk carrier ZYLBE form the piston or pressure chamber 211 of the servo device 210, within which the piston 214 of the servo device 210 is arranged to be axially displaceable.
  • the piston 214 is sealed against the cylindrical section of the support disk 217 and the cylindrical section 521 of the disk carrier ZYLBE so that it is axially displaceable (pressure-tight).
  • the pressure medium supply to pressure chamber 211 extends in sections as a radial bore through the disk-shaped section 522 and the hub 523 of the disk carrier ZYLBE.
  • the piston 214 of the servo device 210 like the support disk 217, is designed as a cylinder which is opened in the direction of the disk set 200, the cylinder base forming the separating surface from the pressure chamber 211.
  • the cylindrical jacket of the piston 214 overlaps the disk-shaped section 222 of the disk carrier ZYLBE and extends in the axial direction up to the disk pack 200 of the clutch B.
  • the restoring element 213 of the servo device 210 is clamped in the disk carrier ZYLBE, here, for example, as an annular package with parallel coil springs.
  • the cylindrical jacket of the piston 214 is sealed axially displaceably in a lubricant-tight manner with respect to the disk-shaped section 222 of the disk carrier ZYLBE.
  • the pressure compensation chamber 212 is formed by the piston 214, the disk-shaped section 222 of the disk carrier ZYLBE and the cylindrical section 521 of the disk carrier ZYLBE. This pressure equalization space 212 is filled with lubricant without pressure from the pressure equalization space 512 of clutch E.
  • radial bores are provided both in the cylindrical section 521 of the disk carrier ZYLBE and in the piston 514 of the servo device 510 of the clutch B, which open out in the pressure compensation chamber 212 or in the pressure compensation chamber 512.
  • the corresponding lubricant supply is designated 219.
  • the servo device 210 of the clutch B is spatially arranged radially above the servo device 510 of the clutch E, the two pressure chambers 211 and 511, the two pressure equalization chambers 212 and 512 and the reset devices 313 and 513 are spatially arranged approximately radially one above the other.
  • the section of the lateral surface of the disk carrier ZYLBE common to both clutches B, E, which separates the two pressure chambers 211, 511 and the two pressure compensation chambers 212, 512 from one another separates, is in principle the cylindrical section 521 of the lamellar support ZYLBE.
  • FIGS. 16 to 18 relate to the arrangement and configuration of the brake A in connection with the spur gear or chain drive and can be combined in principle with the various component arrangements and detailed constructions according to the invention described above.
  • the forehead or Chain drive provides the kinematic connection between the output of the coupled planetary gear (consisting of the three individual planetary gear sets) and the output shaft of the automatic transmission.
  • the first spur gear STR1 of the spur gear is spatially arranged axially between the third planetary gear set RS3 and the brake A, on the one hand axially directly adjacent to the sun gear S03 and (arranged on the side of the third planetary gear set RS3 facing away from the central planetary gear set RS2) Web plate STB3 of the third planetary gear set RS3, on the other hand axially directly adjacent to the input element 120 of the brake A designed as an inner disk carrier.
  • a positive connection is provided between the spur gear STR1 and the web plate STB3, the corresponding entrainment profile being spatially arranged on the inside diameter of the web plate STB3.
  • an axial bearing is arranged between the spur gear STRl and sun gear S03.
  • the bearing STRLl of the first spur gear STRl is designed as a rigid tapered roller bearing with two immediately adjacent tapered roller bearings.
  • the inner bearing rings of these two tapered roller bearings are axially clamped on a spur gear hub STRNl of the first spur gear STRl, which extends axially in the opposite direction to the third planetary gear set RS3, via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted in a bearing bore of a bearing plate LAG and are each supported on an abutment shoulder of the bearing plate LAG that extends radially inward axially between the two tapered roller bearings.
  • the spur gear hub STRNl of the spur gear STRl thus grips centrally through the bearing plate LAG arranged on the side of the first spur gear STRl facing away from the gear set.
  • a 'tapered roller composite bearing or a deep groove ball bearing can also be provided.
  • the bearing plate LAG itself is inserted directly into a corresponding bearing plate bore in the gearbox housing GG, is supported axially on a bearing shoulder of the gearbox housing GG arranged in the area of this bearing plate bore and is screwed to the gearbox housing GG.
  • a bearing shoulder of the gearbox housing GG arranged in the area of this bearing plate bore and is screwed to the gearbox housing GG.
  • the brake A is arranged on the side of the bearing plate LAG facing away from the planetary gear set RS3.
  • the disk set 100 and also the inner disk carrier (120) of the brake A directly adjoin the bearing plate LAG axially.
  • the outer diameter of the disk set 100 with outer and lining disks of the brake A is, for example, somewhat larger than the outer diameter of the bearing plate LAG.
  • the outer disk carrier (130) of brake A is integrated in the GG gearbox.
  • the gear housing GG on the side of the bearing plate bore of the gear housing GG facing away from the planetary gear set, in the area immediately adjacent to this bearing plate bore, with a slightly larger diameter than this bearing plate bore has a suitable inner profile for receiving the outer profile of the outer plates of the disk set 100 of brake A On the opposite side of the bearing plate LAG
  • the housing wall GW On the side of the disk set 100 of the brake A, the housing wall GW is arranged, in which the servo device 110 of the brake A is also partially integrated.
  • the servo device 110 actuates the disk set 100 of the brake A when closing axially in the direction of the bearing plate LAG, the disk pack 100 being axially supported on the bearing plate LAG.
  • the brake A is thus arranged directly between the housing wall GW and the bearing plate LAG.
  • the outside diameter of the bearing plate is larger than the outer diameter of the disk set of brake A, this bearing plate now abutting axially in sections on the outer casing wall GW, in a diameter range above the disk pack of brake A.
  • the bearing plate is directly from the interior of the transmission housing with the outer casing wall screwed, the corresponding force-carrying thread of the screw connection being arranged radially above the disk set of brake A.
  • the outer wall of the housing is screwed to the gear housing in a known manner.
  • the force flow of the brake A does not lead via a housing separating joint to be sealed when it is actuated.
  • the hub of the first spur gear of the spur gear stage described above is omitted, the tapered roller bearing or grooved ball bearing of this first spur gear then being arranged radially below the teeth of the first spur gear.
  • the outer bearing ring of the tapered roller bearing or deep groove ball bearing is inserted into a corresponding bearing bore of the first spur gear, but could also be omitted entirely if the raceways of the tapered rollers' or , Balls are integrated directly in the first spur gear.
  • the inner bearing ring of the tapered roller bearing or deep groove ball bearing can be fixed on a hub-shaped section of the bearing plate, which extends axially in the direction of the third planetary gear set RS3 and thereby grips through the first spur gear centrally.
  • the servo device 110 of the brake A is shown in FIG. 16, as already indicated only partially integrated in the housing wall GW.
  • this housing wall GW is on the one hand the outer wall of the automatic transmission near the drive motor, and on the other hand it is also a pump housing of an oil pump of the automatic transmission for supplying pressure medium to the switching elements and for supplying lubricant to the various switching elements, gears and bearings. Accordingly, various channels for pressure and lubricant management are integrated in the housing wall.
  • a stator shaft LRW is also inserted in the housing wall GW in a torsion-proof manner, for example screwed.
  • this stator shaft LRW forms a type of hub fixed to the housing for torque support of a starting element interposed in the power flow between the drive motor and the drive shaft, for example a Trilok converter.
  • the starting element is connected kinematically outside the transmission interior to a shaft section LRWW of the stator shaft LRW.
  • various channels for pressure and lubricant guidance are also integrated in a flange section LRWF of this stator shaft LRW. Furthermore, this shows
  • Stator shaft LRW has an axially comparatively short cylindrical section LRWZ, which extends axially in the direction of the transmission interior.
  • the outside diameter of this cylindrical section LRWZ of the stator shaft LRW forms the inside diameter of the piston or pressure chamber 111 of the servo device 110 of the brake A and correspondingly an axial inner running surface of the piston 114 of the servo device 110 of the brake A, which is axially radially above the cylindrical section LRWZ is slidably arranged.
  • the outer diameter of the piston or pressure chamber 111 of the stator shaft LRW forms the inside diameter of the piston or pressure chamber 111 of the servo device 110 of the brake A and correspondingly an axial inner running surface of the piston 114 of the servo device 110 of the brake A, which is axially radially above the cylindrical section LRWZ is slidably arranged.
  • the servo device 110 and the corresponding axial outer running surface of the piston 114 of the servo device 110 are formed by an axial recess in the housing wall GW (or the pump housing), on a diameter larger than the outer diameter of the flange section LRWF of the stator shaft LRW.
  • the pressure chamber 111 of the servo device 110 is formed by the piston 114, the housing wall GW, the flange section LRWF of the stator shaft LRW and the cylindrical stator shaft section LRWZ.
  • the (non-rotating) pressure medium supply to this pressure chamber 111 is not shown in FIG. 18 for simplification.
  • the reset element 113 of the servo device 110 for piston reset is designed here as a plate spring, which is axially supported on the one hand on the piston 114 in the area of the piston outer diameter and on the other hand on the gear housing GG in the area of the plate drive profile of the gear housing GG for the outer plates of the brake A.
  • the input element 120 of the brake A is an inner disk carrier and is designed, for example, as a cylindrical sheet metal construction.
  • This axially short inner disk carrier (120) has a cylindrical section 121, on the outside diameter of which a driving profile is provided for receiving the lining disks of the disk pack 100 of the brake A.
  • the sun shaft SOW3 in turn is positively connected to the sun gear S03 of the third planetary gear set RS3 via a suitable driving profile, so that the sun shaft SOW3 also can be interpreted as the hub of the inner disk carrier (120) of the brake A.
  • the drive shaft AN in turn runs radially inside the sun shaft SOW3 and penetrates centrally through the stator shaft LRW inserted into the housing wall GW.
  • FIG. 17 now shows a sectional gear section with a seventh exemplary detailed construction and relates to " a spatial arrangement of the brake A that is changed compared to FIG. 18 relative to the third planetary gear set RS3 and to the first spur gear STR1 of the spur gear.
  • the spur gear STR1 is mounted on the gear housing 18.
  • the spur gear STR1 has a spur gear hub STRNl which extends axially in the opposite direction to the planetary gearset RS3.
  • the bearing outer rings of the two tapered roller bearings are mounted in the bearing plate LAG, which is fixed to the gear housing.
  • this spider shaft STW3 extends axially in the direction of the second (middle) planetary gear set RS2 up to its spider ST2 and thereby grips through the sun gear S03 of the third planetary gear set RS3 centrally.
  • the web shaft STW3 is connected to the web ST3 of the third planetary gear set RS3.
  • the web ST3 and the web shaft STW3 are made in one piece.
  • the brake A is spatially arranged radially above the third planetary gear set RS3.
  • the input element 120 of the brake A is designed as a cylindrical inner disk carrier which overlaps the third planetary gear set RS3 in sections.
  • the disk-shaped section 122 of this inner disk carrier (120) extends parallel to the web plate STB3 of the third planetary gear set RS3 and spatially separates the third planetary gear set RS3 from the spur gear STR1.
  • the disk-shaped section 122 is connected to the sun gear S03 of the third planetary gear set RS3, for example welded here.
  • An axial bearing is also arranged in this area, which separates the disk-shaped section 122 of the inner disk carrier (120) of the brake A from the spur gear STR1.
  • Inner disk carrier (120) extends radially outward to a diameter which is slightly larger than the outer diameter of the web plate STB3 of the third planetary gear set RS3. is slightly larger than the outer diameter of the cylinder ZYL, via which the web plate STB3 is connected to another planetary gear set element (not shown here).
  • the cylindrical section 121 of the inner disk carrier (120) of the brake A adjoins the outer diameter of the disk-shaped section 122 and extends axially in the direction of the second (middle) planetary gear set RS2.
  • a driving profile is provided on the outer diameter of the cylindrical section 121 for receiving the lining plates of the plate pack 100 of FIG Brake A. Only indicated in FIG. 19 are the output element 130 of the brake A, which is designed as an outer disk carrier, and the servo device (only a part of the piston 114 of which is shown here) for actuating the disk pack 100.
  • FIG. 18 finally shows a sectional gear section.
  • a seventh exemplary detailed construction and in turn relates to a changed spatial arrangement of the brake A relative to the third planetary gear set RS3, this time in connection with a chain drive.
  • the essential elements of this detailed construction according to FIG. 18 are the subject of the not previously published German patent application DE 10236607.1 by the applicant, the disclosure of which is also intended to be part of the content of the present invention.
  • a chain drive is provided as the operative connection between the output element of the planetary gear unit coupled from the three individual planetary gear sets and the output shaft of the automatic transmission.
  • the chain of this chain drive indicated in FIG. 18 is designated KT
  • the planetary gear (first) chain wheel of this chain drive is designated KTR1.
  • This driven (first) sprocket KTRl and the brake A both axially adjoin the third planetary gear set RS3, the brake A being arranged radially below a sprocket toothing of the sprocket KTRl.
  • This driven (first) sprocket KTR1 is geometrically designed as a cylinder which is opened in the direction of the (third) planetary gearset RS3, with a hub section KTRN1, a disk-shaped sprocket cut KTRSl and a cylindrical sprocket section KTRZl.
  • This cylindrical sprocket section KTRZl extends in the axial direction to a diameter which is larger than the outside diameter of the brake A, in particular larger than the outside diameter of the output element 130 of the brake A designed as an outer disk carrier.
  • the cylindrical sprocket section KTRZl has a suitable chain - Toothing in which the chain KT engages for speed and torque transmission, on the other hand here, for example, additionally a parking lock toothing in which a parking lock pawl (not shown here for simplification) can engage to block the output shaft on the transmission housing of the automatic transmission.
  • the cylindrical sprocket section KTRZl of the sprocket KTRl thus simultaneously forms a parking lock gear PSR.
  • the parking lock teeth (to be assigned to the parking lock gear PSR) are arranged closer to the third planetary gear set RS3 than the chain teeth of the chain wheel KTRl.
  • the disc-shaped sprocket section KTRSl adjoins the cylindrical sprocket section KTRZl and extends radially inwards up to the hub section KTRN1 of the sprocket KTRl.
  • this hub section KTRN1 is in turn mounted on a hub LRWN of a stator shaft LRW fixed to the transmission housing.
  • the cylindrical sprocket section KTRZ1 is preferably connected to the web plate STB3 of the third planetary gearset RS3 in a form-fitting manner.
  • appropriately trained fingers extend axially of the cylindrical chain wheel Section KTRZl into corresponding axial recesses of the web plate STB3, which are arranged distributed in the circumferential direction approximately on the diameter of the ring gear H03 of the third planetary gear set RS3.
  • the cylindrical sprocket section KTRZl of the driven sprocket KTRl thus forms a cylinder space within which the brake A is arranged.
  • the disk set 100 with outer and lining disks directly borders axially on the web plate STB3 of the planetary gear set RS3.
  • the input element 120 of the brake A which is designed as an inner disk carrier, has the geometrical shape of a cup which is closed in the direction of the planetary gear set RS3, with a cylindrical outer surface on whose outer diameter a driving profile is provided for receiving the lining disks of the disk pack 100, and with a bottom which extends radially inward parallel to the web plate STB3 and is connected at its inside diameter to the sun gear S03 of the third planetary gear set RS3, here is welded as an example.
  • the output element 130 of the brake A which is designed as an outer disk carrier, is designed geometrically as a cup which is open in the direction of the planetary gear set RS3 and within which the servo device 110 and the disk set 100 of the brake A are arranged.
  • this outer disk carrier (130) has a hub 133, which is connected in a form-fitting manner to the stator wheel shaft LRW, which is fixed to the transmission housing, via a suitable driving profile.
  • a driving profile is provided on the inner diameter of the cylindrical outer surface of the outer disk carrier (130) of the brake A for receiving the outer disks of the disk pack 100.
  • the piston 114 of the servo device 110 borders on the disk and hub shaped outer surface of this outer disk carrier (130) and forms, together with these outer surface sections, the pressure chamber 111 of the servo device 110.
  • the piston 114 is arranged axially in sections between the disk-shaped outer surface of the outer disk carrier (130) and the disk pack 100 and in sections viewed radially below in the axial direction
  • the piston 114 actuates the disk set 100 axially in the direction of the adjacent planetary gear set RS3, against the force of the restoring element 113, which here consists, for example, of two disc springs connected in series, which are located on the hub 133 support.
  • the gearwheel-fixed stator shaft LRW forms, on the one hand, a type of fixed hub for torque support of a starting element interposed in the power flow between the drive motor and drive shaft, for example a Trilok converter.
  • the starting element is kinematically connected to a shaft section LRWW of the stator shaft LRW outside of the transmission interior.
  • the stator shaft LRW also has a flange section LRWF with a radial extension, which closes off the interior of the transmission on the side of the chain wheel KTRl facing away from the planetary gear set RS3.
  • this stator shaft LRW has a cylindrical hub section LRWN, which extends axially in the direction of the transmission interior, which is geometrically divided into two sections LRWN1 and LRWN2, the section near the flange being designated LRWNl and the section near the planetary gear set being LRW2.
  • the chain wheel KTRl is mounted.
  • the corresponding warehouse is exemplary as a space-saving Radial needle bearing designed and designated KTRLl.
  • Two axial needle bearings KTRL2 and KTRL3 are provided for the axial support of the chain wheel KTRl, the axial needle bearing KTRL2 being arranged axially between the flange section LRWF of the gearwheel shaft fixed to the gear housing LRW and the chain wheel KTRl, and the axial needle bearing KTRL3 being axially between the chain wheel KTRl and the hub-near outer surface of the outer disk carrier (130) of the brake A.
  • a pressure medium supply 118 to the pressure chamber 111 of the servo device 110 of the brake A, which sectionally within the stator shaft LRW and the hub 133 of the outer disk carrier (130) Brake A runs.
  • flange section LRWF and the hub section LRWN of the stator shaft LRW can also be designed as part of the transmission housing or a transmission housing wall.
  • an output speed sensor NAB of conventional design is drawn in FIG. 18, which scans the tooth profile of the parking lock wheel PSR to determine a speed and / or direction of rotation of the output shaft of the automatic transmission.
  • the input and output shafts of the automatic transmission run at an angle to one another, for example at a relative angle of 90 degrees to one another for a vehicle drive train with a drive motor lying longitudinally to the direction of travel (“front Longitudinal drive “or” rear-longitudinal drive “), or for example also with a relative angle to one another of not equal to 90 degrees to adapt the drive train to cramped installation spaces in the motor vehicle.
  • a bevel gear if necessary with hypoid teeth
  • a spur gear with beveloid teeth can be provided in the automatic transmission.
  • the output shaft (which runs coaxially with the drive shaft) will expediently be arranged on the side of the third planetary gear set RS3 facing away from the second planetary gear set RS2, on the side of the automatic transmission on which the brake A is also arranged Grip brake A and the third planetary gear set RS3 centrally.
  • FIGS. 3 to 18 are for the kinematic coupling of the gear set elements of the three individual planetary gear sets among each other and for the five shifting elements as well as for the input and output shaft of the automatic transmission are to be regarded as examples.
  • a modified kinematic coupling of individual gear set elements is known from the prior art of DE 199 12 480 AI, in which, in contrast to the previous kinematic gear set coupling on which FIGS.

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  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une boîte de vitesses automatique à plusieurs étages comprenant un arbre d'entrée (AN), un arbre de sortie (AB), trois trains planétaires individuels, montés en série (RS1, RS2, RS3) et cinq éléments de commande (A à E). Une roue planétaire (SO3) du troisième train planétaire (RS3) peut être fixée, via le premier élément de commande (A), sur un carter de boîte (GG). L'arbre d'entrée (AN) est associé à une roue planétaire (SO2) du deuxième train planétaire (RS2), et peut être associé, via le deuxième élément de commande (B), à une roue planétaire (SO1) du premier train planétaire (RS1) et/ou, via le cinquième élément de commande (E), à une tige de commande (ST1) du premier train planétaire (RS1). Selon une variante, la roue planétaire (SO1) du premier train planétaire (RS1) peut être fixée, via le troisième élément de commande (C) et/ou la tige de commande (ST1) du premier train planétaire (RS1), via le quatrième élément de commande (D), sur le carter de la boîte (GG). L'arbre de sortie (AB) est associé à une couronne (HO1) du premier train planétaire (RS1) et à l'une des tiges de commande (ST2, ST3) du deuxième ou du troisième train planétaire (RS2, RS3). Le deuxième et le cinquième élément (B, E) forment un ensemble présentant un paquet de disques (200, 500), un servo-mécanisme (210, 510), ainsi qu'un porte-disques (ZYLBE) commun aux deux éléments de commande (B, E). Le paquet de disques (200) du deuxième élément de commande (B) présente un plus grand diamètre que le paquet de disques (500) du cinquième élément de commande (E).
EP04740362A 2003-07-23 2004-06-28 Boite de vitesses automatique a plusieurs etages comportant trois trains planetaires Expired - Fee Related EP1658453B2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10333437A DE10333437A1 (de) 2003-07-23 2003-07-23 Mehrstufen-Automatgetriebe mit drei Planetenradsätzen
PCT/EP2004/006960 WO2005019688A1 (fr) 2003-07-23 2004-06-28 Boite de vitesses automatique a plusieurs etages comportant trois trains planetaires

Publications (3)

Publication Number Publication Date
EP1658453A1 true EP1658453A1 (fr) 2006-05-24
EP1658453B1 EP1658453B1 (fr) 2008-02-06
EP1658453B2 EP1658453B2 (fr) 2011-03-23

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP04740362A Expired - Fee Related EP1658453B2 (fr) 2003-07-23 2004-06-28 Boite de vitesses automatique a plusieurs etages comportant trois trains planetaires

Country Status (6)

Country Link
EP (1) EP1658453B2 (fr)
JP (1) JP4689603B2 (fr)
KR (1) KR100939885B1 (fr)
CN (1) CN100460712C (fr)
DE (2) DE10333437A1 (fr)
WO (1) WO2005019688A1 (fr)

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DE102008055681B4 (de) * 2008-10-28 2020-10-15 Magna Pt B.V. & Co. Kg Doppelkupplungsanordnung für ein Doppelkupplungsgetriebe
DE102011081883A1 (de) * 2011-08-31 2013-02-28 Schaeffler Technologies AG & Co. KG Differential mit spanlos gefertigtem Blech-Parksperrenzahnrad und Antriebsstrang
DE112014000410T5 (de) * 2013-02-25 2015-10-29 Aisin Aw Co., Ltd. Kraftübertragungsvorrichtung
JP6210017B2 (ja) 2014-04-17 2017-10-11 マツダ株式会社 自動変速機
KR101765613B1 (ko) * 2015-10-15 2017-08-07 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
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JP6958503B2 (ja) * 2018-07-24 2021-11-02 マツダ株式会社 自動変速機
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Also Published As

Publication number Publication date
DE10333437A1 (de) 2005-04-14
EP1658453B1 (fr) 2008-02-06
KR20060056335A (ko) 2006-05-24
WO2005019688A1 (fr) 2005-03-03
DE502004006141D1 (de) 2008-03-20
JP4689603B2 (ja) 2011-05-25
EP1658453B2 (fr) 2011-03-23
JP2006528314A (ja) 2006-12-14
KR100939885B1 (ko) 2010-01-29
CN100460712C (zh) 2009-02-11
CN1826484A (zh) 2006-08-30

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